JP2022102576A - Circulation type multi-car elevator and control method of circulation type multi-car elevator - Google Patents

Abstract

To compensate for load fluctuations during the turning operation of a circulation type multi-car elevator and suppresses car speed fluctuations in the turning section.SOLUTION: A circulation type multi-car elevator comprises: a speed controller that controls the rotation speed of a hoisting machine and outputs a torque command; a load measuring device that measures the load of an elevator car; a car position measuring device that measures the position of a pair of the elevator cars in the ascending and descending directions; either one or both of a speed detector that measures the rotation speed and an angle detector that measures the rotation angle of the hoisting machine; and a car position estimation unit that estimates the position of the pair of the elevator cars from the output of the car position measuring device and the speed detector or the angle detector during a turning motion in which the pair of the elevator cars moves from one hoistway to the other at the upper and lower ends of a circulation type hoistway. The output of the speed controller is compensated on the basis of the elevator car position obtained by the car position estimation unit and the measurement result of the load measurement value.SELECTED DRAWING: Figure 9

Description

The present invention relates to a circulation type multicar elevator and a circulation type multicar elevator control method.

In recent years, a multi-car elevator has been proposed in which a plurality of cars move in one moving path. As a conventional multi-car elevator of this kind, for example, the one described in Patent Document 1 is known. Patent Document 1 describes 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. In the circulation type multicar elevator described in Patent Document 1, each of the two ropes connecting the car car pairs is driven by a hoist having an individual drive sheave.

On the other hand, as a motor control technique for a controlled object having a fluctuating load, for example, the technique described in Patent Document 2 is known. That is, Patent Document 2 has a torque observer that estimates the load torque from the load inertia, the servomotor current value, and the servomotor rotation speed, and based on this estimated value, the speed control in which the dynamic characteristics are kept constant is provided. The speed control device of the servomotor performed is described.

Japanese Unexamined Patent Publication No. 2006-111408 Japanese Unexamined Patent Publication No. 6-284763

In the circulation type multicar elevator described in Patent Document 1, the load torque of the hoisting machine is + X → 0 when a pair of two cars is converted from one hoistway to another hoistway. → -It fluctuates greatly in a sine wave like X. As a motor control technique for suppressing such fluctuations in load torque, it is conceivable to apply the technique described in Patent Document 2. However, in a circulation type multicar elevator, if the feedback gain of speed control is increased in order to suppress the speed change due to the fluctuation of the load torque during the car turning operation, vibration may occur in the car.

Here, in order to compensate for the load fluctuation in a feed-forward manner without generating vibration, accurate car position information during the turning operation is required. However, in the case of a circulation type multi-car elevator, information generated on the car side such as the car position needs to be acquired via wireless communication. In addition, the car position information acquired by the control device is information with poor real-time performance, and it is difficult to accurately compensate for load fluctuations.

An object of the present invention is to provide a circulation type multicar elevator and a circulation type multicar elevator control method capable of compensating for load fluctuations during turning operation and suppressing speed fluctuations of a car at a turning portion.

In order to solve the above problems, for example, the configuration described in the claims is adopted.
The present application includes a plurality of means for solving the above problems, and one example thereof is a circulation type hoistway in which two hoistways are connected at the upper end and the lower end thereof as a circulation type multicar elevator. There is at least one pair of two cars connected to at least one main rope in a circular hoistway, and each main rope is driven by at least one hoist. Yes, it has the following configurations.
That is, the circulation type multi-car elevator has a speed controller that controls the rotation speed of the hoist and outputs a torque command, a load measuring device that measures the load of the car, and measures the position of the car pair in the ascending / descending direction. One or both of the car position measuring device, the speed measuring device or the angle measuring device that measures the rotation speed or the rotation angle of the hoist, and one of the raising and lowering of the car pair at the upper end and the lower end of the circulation type hoistway. It is provided with a car position measuring device and a car position estimation unit that estimates the position of a car pair from the output of a speed detector or an angle detector during a turning operation from the road to the other hoistway.
Then, the output of the speed controller is compensated from the car position obtained by the car position estimation unit and the measurement result of the load measurement value.

According to the present invention, by estimating the car position during the turning operation and compensating for the torque of the hoist, the deviation of the turning operation can be reduced without increasing the feedback gain of the hoist speed control. Therefore, it is possible to effectively suppress the speed fluctuation of the car at the turning portion.
Issues, configurations and effects other than those described above will be clarified by the following description of the embodiments.

It is a front view of the structure of the multicar elevator by 1st Embodiment of this invention, and the figure which shows the schematic structure of the control system. It is a top view of the multicar elevator according to 1st Embodiment of this invention. It is a figure which shows the example of the force applied to the sheave and the pulley with respect to the car position where both of two cars are not turning in the multicar elevator by 1st Embodiment of this invention. It is a figure which shows the example of the force applied to the sheave and the pulley with respect to the car position where only one of two cars is turning in the multicar elevator by 1st Embodiment of this invention. It is a figure which shows the example of the force applied to the sheave and the pulley with respect to the car position which one car is turning and the other car started turning in the multicar elevator by 1st Embodiment of this invention. .. It is a figure which shows the example of the force applied to the sheave and the pulley with respect to the car position where both of two cars are turning in the multicar elevator by 1st Embodiment of this invention. It is a characteristic diagram which shows the example of the required torque with respect to the winding angle of a car in the multicar elevator by 1st Embodiment of this invention. It is a block diagram which shows the control structure of the motor for hoisting machine as a comparative example (conventional example) of this invention. It is a block diagram which shows the control structure of the motor for hoisting machine by 1st Embodiment of this invention. It is a block diagram of another example (an example using an angle detector) which shows the control composition of the motor for a hoist according to the example of 1st Embodiment of this invention. It is a characteristic diagram which shows the speed control simulation result at the time of a turning operation in the comparative example shown in FIG. It is a characteristic diagram which shows the speed control simulation result at the time of a turning operation in the 1st Embodiment example of this invention. It is a figure which showed the movement of the lower pulley when the rope is extended in the multicar elevator of the 1st Embodiment of this invention. As shown in FIG. 13, it is a characteristic diagram showing the speed control simulation result at the time of turning operation when the rope is extended and the lower pulley is moved downward. It is a block diagram which shows the control structure which simplified the control system of the hoist motor in 1st Embodiment of this invention. In the first embodiment of the present invention, it is a block diagram which shows the control structure when the compensation torque is calculated separately in the 1st winding machine and the 2nd winding machine. It is a front view which shows the structure of the multicar elevator by the 2nd Embodiment of this invention. It is a block diagram which shows the control structure of the motor for hoist according to the 2nd Embodiment of this invention. It is a front view which shows the structure of the multicar elevator of the modification (example 1) of each embodiment of this invention. It is a front view which shows the structure of the multicar elevator of the modification (example 2) of each embodiment of this invention.

Hereinafter, the multicar elevator of the embodiment of the present invention will be described with reference to the accompanying drawings. In each embodiment described below, the same components are designated by the same reference numerals, and duplicate description will be omitted.

<Example of the first embodiment>
First, the multicar elevator of the first embodiment of the present invention will be described with reference to FIGS. 1 to 16.
<Configuration of multicar elevator 1000>
FIG. 1 shows a multicar elevator 1000 and a control device 60 thereof according to an example of the first embodiment. The multicar elevator 1000 shown in FIG. 1 is configured such that a plurality of pairs of car cars 30 for carrying people and luggage move in a movement path 1 formed in a building structure. The control device 60 controls the operation of the car 30 by controlling the hoisting machines 11 and 21.

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 the ascending path 1U and the descending path 1D 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.
In the following description, the upward direction of the z-axis, which is the vertical axis, is the positive direction, and of the horizontal directions intersecting the z-axis, the right direction of FIG. 1 is the positive direction of the x-axis, from the table of FIG. The direction toward the back is referred to as the positive direction of the y-axis.

For example, a 3 to 6 car 30 is installed on the moving path 1 shown in FIG. 1. Hereinafter, when distinguishing each car 30, the first pair is the A-loop car AX, AY, the second pair is the B-loop car BX, BY, and the third pair is the C-loop car CX. Called CY. In the following, the A loop will be mainly focused and described in detail, and the description of the B loop and the C loop having the same configuration as 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.
The second rope 27 is wound around a second sheave 23 installed at the upper end of the ascending path 1U, and suspends a second pulley 26 arranged at the lower end of the ascending path 1U.
The first pulley 16 and the second pulley 26 move in the vertical direction as the first rope 17 and the second rope 27 expand and contract depending on the load capacity of the car 30, but do not move in the x and y directions. It is restrained by a restraint (not shown). Further, the first pulley 16 and the second pulley 26 gradually move downward in a long-term span due to the aging of the rope.

A first motor 12 and a second motor 22 are embedded inside the first sheave 13 and the second sheave 23, and the first sheave 13 and the second sheave 23 are driven by the first motor 12 and the second motor 22. To.
Further, 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 the first brake 14 and the second brake 24 land on the car 30. The rotation of each sheave is mechanically braked at times.

The first hoisting machine 11 is composed of a first motor 12, a first sheave 13, and a first brake 14, and the second hoisting machine 21 is a second motor 22, a second sheave 23, and a second brake 24. Consists of. In the following description, 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. It is called the second system 20.

Each car 30 is provided with a car position measuring device for measuring the vertical position information of the car 30. That is, the car 30 is equipped with a car position sensor 80 that performs car position measurement processing. Then, the car position sensor tape 81 is installed on the ascending path 1U and the descending path 1D, and when the car 30 moves up and down on the ascending path 1U and the descending path 1D, the car position sensor 80 and the car position sensor tape 81 opposite. As a result, each car 30 can acquire its own position information from the detection value of the car position sensor 80.

Each car 30 wirelessly transmits its vertical position to the ground-side wireless transceiver 91 via the car-side wireless transceiver 90. The ground-side wireless transceiver 91 transmits the position information of each car 30 to the entire controller 62. The overall controller 62 issues commands to the loop controllers 61a, 61b, 61c for each of the A loop, B loop, and C loop based on the position information of each car 30. Each loop controller 61a, 61b, 61c controls the landing of the car 30 of its own loop by using the car position information of the assigned loop.

In addition, each car 30 is equipped with a safety mechanism, and when the speed information calculated using the acquired position information exceeds a predetermined speed (for example, 1.2 times the rated running speed), the vehicle rides. It is configured to brake using a brake mechanism (not shown) mounted on the car 30.

Further, the car 30 is provided with a load meter (not shown) for measuring the weight of the occupants and luggage in the car 30. As the load cell, for example, a load cell for measuring the force applied to the floor surface in the car 30 and a tension meter for measuring the rope tension of the rope for suspending the car 30 are used. The information on the weight of the car 30 measured by the load meter is wirelessly transmitted to the ground-side wireless transceiver 91 via the car-side wireless transceiver 90 in the same manner as the car position, and immediately after the brakes of the hoisting machines 11 and 21 are released. It is used for activation compensation to prevent reverse direction and sudden acceleration.

FIG. 2 is a top view of the multicar elevator 1000 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 coaxially 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 second system 20 has the same configuration as the first system 10.

On the x-direction side surface of the car 30, a total of four guide rollers 50, which are a kind of guide device, are installed at the upper left, the lower left, the upper right, and the lower right. FIG. 2 shows two guide rollers 50, one on the upper left and the other on the upper right.
The guide roller 50 is pressed by a spring against the guide rails 40 extending in the z direction installed at both ends of the ascending path 1U and the descending path 1D in the x direction, so that the car 30 is moved up and down the ascending path 1U and the descending path 1D. Prevents moving in the x and y directions. Further, when the car 30 is tilted in any of the x direction, the y direction, and the z direction 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.

Further, although not shown in FIG. 2, as described with reference to FIG. 1, a first pulley 16 and a second pulley 26 are arranged on the lower reversing path 1B.
In the first pulley 16, the first pulleys of each loop are arranged coaxially in the same way as the first hoisting machine 11A, the first hoisting machine 11B, and the first hoisting machine 11C of the A loop. As for the second pulley 26, the second pulleys of each loop are arranged coaxially.

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 are also the B loop car cages BX, BY, and the C loop car cages 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 as shown by the arrow in FIG. Goes down the descent path 1D. Since the hoisting machine of each loop can be rotated and controlled independently of the other loops, the car of each loop can be driven independently. However, since the car 30 of each loop cannot overtake the car 30 of another loop, the overall controller 62 determines the traveling position of the car 30 of each loop, and the car 30 of each loop is used. It is necessary to drive each loop so that they do not collide.

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

Each loop controller 61a, 61b, 61c controls the hoisting machines 11A, 11B, 11C, 21A, 21B, 21C of each loop. The loop controllers 61a, 61b, 61c include power converters (not shown) that apply desired voltages and currents to the motors 12, 22 of the hoisting machines 11A, 11B, 11C, 21A, 21B, 21C. The power converter is composed of, for example, an inverter. Although not shown, each loop controller 61a, 61b, 61c includes a measuring device for measuring the rotation speed of the motors 12 and 22, and a speed controller for controlling the torque of the motor to achieve a desired rotation speed. , A current controller that controls the current of the motor to generate a desired torque, and a brake controller that controls the release and braking of the brake. The measuring instrument for measuring the rotational speeds of the motors 12 and 22 is composed of, for example, an encoder.

The overall controller 62 controls the loop controllers 61a, 61b, 61c so that the car 30s of the loops do not collide with each other.

<Load change that occurs in the turning part>
Next, with reference to FIGS. 3 to 6, the balance between the forces applied to the sheave and the pulley when the car 30 is moving at a constant speed will be described. Here, it is assumed that the car 30 is traveling on the ascending road 1U and the descending road 1D, and is traveling on the upper reversing road 1T and the lower reversing road 1B. 3 to 6 show an A loop.
In the following description, the state in which the car 30 is traveling on the ascending road 1U and the descending road 1D is referred to as a linear operation, and the car 30 is traveling on the upper reversing road 1T and the lower reversing road 1B. The state is referred to as a turning operation.

FIG. 3 shows the linear operation of both the car AX and AY, FIG. 4 shows the turning operation of only the car AX, FIG. 5 shows the turning operation of only the car AY, and FIG. 6 shows the turning operation of the car AX. Both AYs indicate the turning motion.
Here, for the sake of simplicity, it is assumed that there is no difference in the parameters (four conditions of car position, speed, sheave / pulley diameter, and position) of the first system and the second system for diagonal fishing of the car 30. Only the first system of the A loop is displayed. In each of the four conditions, consider the condition of the motor torque τ _m for the moment of force at the sheave 13 (23) of the hoisting machine 11 (21) to keep the balanced car moving at a constant speed.

In addition, T _sl and T _sr shown in FIGS. 3 to 6 are the forces applied to the left and right ends of the sheave by the rope tension, T _pl and T _pr are the forces applied to the left and right ends of the pulley by the rope tension, and m _AX and _mAY are riding respectively. The car mass ( _mAX > _mAY this time) and F represent the gravity applied by the mass of the lower pulley. Further, the radii of the sheave 13 (23) and the pulley 16 (26) are equal to each other, and are set to r.
Hereinafter, the states of FIGS. 3 to 6 will be described in order.

During linear operation in FIG. 3 During linear operation, the equation for the balance of the moment of force in the lower pulley 16 (26) is the following equation [Equation 1].

Further, the equation [Equation 2] is established from the balance of the vertical forces of the lower pulley 16 (26).

Therefore, by combining the [Equation 1] and [Equation 2] equations, the force at the left and right ends of the pulley 16 (26) applied by the rope tension is expressed by the following [Equation 3] equation.

At the left and right ends of the sheave 13 (23), in addition to the reaction of the force applied to the left and right ends of the lower pulley 16 (26), a force due to the weight of the car is applied. Therefore, the force applied to the left and right ends of the sheave is expressed by the following equation [Equation 4].

At this time, the equation for balancing the moment of force with respect to the rotation of the sheave is expressed by the following equation [Equation 5] with the clockwise rotation as positive.

From the equation [Equation 4] and the equation [Equation 5], the motor torque τm is expressed by the following equation [Equation 6].

When the left and right sides of the car AX and the car AY are exchanged after passing through the turning portion, the sign on the right side of the equation [Equation 6] is reversed.

-At the time of turning operation only for the car AX of FIG. 4 In the state of FIG. 4, the car AX rides on the sheave 13 (23) of the hoisting machine 11 (21). The force applied to the lower pulley 16 (26) is the same as in the state of FIG. The force applied to the left end of the sheave 13 (23) is equal to the force applied to the left end of the lower pulley 16 (26), and the cage weight is applied to it at the right end of the sheave 13 (23). Therefore, each is represented by the following equation [Equation 7].

At this time, the equation for balancing the moment of force with respect to the rotation of the sheave defines the winding angle of the basket AX with the right end of the sheave as the starting point as θ _AX (at this time, 0 ≤ θ _AX ≤ π), and counterclockwise. Is positive, and the formula [Equation 8] is obtained.

Therefore, from the equations [Equation 7] and [Equation 8], the motor torque _τm is expressed by the following equation [Equation 9].

-At the time of turning operation only for the car AY of FIG. 5 In the state of FIG. 5, the car AY rides on the lower pulley 16 (26). When the winding angle of the car AY with the left end of the lower pulley 16 (26) as the starting point is defined as θ _AY (at this time, π ≤ θ _AY ≤ 2π), the balance of the force moments in the lower pulley is as follows [number]. 10] It is represented by the equation.

Further, the equation [Equation 11] is established from the balance of the vertical forces of the lower pulley 16 (26).

By solving the equations [Equation 10] and [Equation 11] simultaneously, the force applied to the left and right ends of the lower pulley 16 (26) is expressed by the following equation [Equation 12].

The force applied to the right end of the sheave 11 (21) is equal to the force applied to the right end of the lower pulley 16 (26), and the left end of the sheave 11 (21) is subject to the cage weight. Therefore, each is represented by the following equation [Equation 13].

At this time, since the equation for balancing the force moments with respect to the rotation of the sheave 11 (21) is the same as the equation [Equation 5], the motor torque _τm is as follows from the equations [Equation 12] and [Equation 13]. It is represented by the formula [Equation 14].

-During turning operation for both cars in Fig. 6 During turning operation, the car rides on the sheave and pulley. Since the force applied to the left and right ends of the lower pulley is the same as (c), the equation (13) is obtained. Since the car is on the sheave 11 (21) and the pulley 16 (26) during the turning operation of both the car AX and AY, the left and right ends of the sheave 11 (21) and the pulley 16 (26) applied by the rope tension. The forces applied to are equal. Therefore, the force applied to the left and right ends of the sheave 11 (21) is the following equation [Equation 15].

Here, since the equation for balancing the moment of force with respect to the rotation of the sheave 11 (21) is equivalent to the equation [Equation 8], it is necessary for the equation to be balanced using the equations [Equation 8] and [Equation 15]. Motor torque τ _m is obtained as in the equation [Equation 16].

From the above, the required torques in the four cases were obtained. Here, it is assumed that the unbalanced mass between the cars Δm = m _AX −m _AY and the unbalanced car position Δθ = θ _AX −θ _AX ≧ 0, and these relationships are constant. Further, for convenience, when θ _AX or θ _AY is a negative value or a value of π or more, it is assumed that the corresponding car is in the straight line portion. (For example, in the case of θ _AX = −0.1 rad, the car A1 operates linearly. Further, it is assumed that Δθ is sufficiently small and can be approximated to sinΔθ≈Δθ. At this time, the required torque τ _m is determined according to the value of θ _AX . Changes as follows.

(i) When θ _AX <0, both the car AX and AY are operating linearly. Therefore, the required torque is the equation [Equation 6].
(ii) When 0 ≤ θ _AX <Δθ Only the car AX is turning. Therefore, the required torque is the equation [Equation 9].
(iii) When Δθ≤θAX <π, both the car _AX and AY are turning. Therefore, the required torque is the equation [Equation 16].
(iv) When π ≤ θ _AX <π + Δθ Only the car AX is turning, but the left and right sides of the car AX and the car AY are switched with respect to (ii). Therefore, the required torque is the reverse of the sign applied to _mAX on the right side of the equation [Equation 14].
(v) When π + Δθ <θ _AX The car AX and AY finish the turning operation and both operate linearly, and the left and right sides of the car AX and AY are switched. Therefore, the required torque is the reverse of the sign on the right side of the equation [Equation 6].
These are summarized below.

In order to organize the formula, the following variables are newly introduced.

By using the [Equation 18], [Equation 19], and [Equation 20] equations, the [Equation 17] equation can be expressed as follows.

The first term on the right side of the second stage of the equation [Equation 21] is the required torque generated by the unbalanced mass between the cars, and the second term is the required torque generated by the unbalanced car position.

FIG. 7 shows an example of the change characteristic of the required motor torque _τm with respect to the sheave winding angle θAX of the car _AX . The horizontal axis of FIG. 7 indicates the sheave winding angle θ _AX of the car AX, and the vertical axis indicates the required motor torque τ _m .

The required torque τ _m changes continuously and in a sinusoidal manner. As Δθ increases, the position where the required torque _τm crosses zero shifts. Further, the required torque temporarily exceeds the required torque in the linear operation near the end of the turning operation. When Δθ _sp = 10deg, the maximum value of the required torque is about 110% of the straight line portion.

Next, consider a compensation method for hoist speed control due to load fluctuations during turning operation.
From the equation [Equation 21], if the mass mAX, mAY of the car _AX and _AY , and the sheave winding angle θ _AX of the car AX and the pulley winding angle θ _AY of the car AY are known, the load fluctuation can be estimated in advance. can. The car mass is measured by the load system installed in the car. Since the car mass does not change during the operation of the elevator, it may be measured once immediately before the door of the car 30 is closed and the motors 12 and 22 start driving. On the other hand, since the values of θ _AX and θ _AY change during operation, it is necessary to acquire the values in real time.

Here, since the information measured in the car 30 is transmitted to the control device 60 on the ground via wireless communication or the like, communication delay or the like occurs, and high sampling cannot be achieved.
Therefore, as with the car mass, θ _AX and θ _AY are predicted using the motor encoder measured values used for motor speed control, with reference to the car position immediately before the start of driving by the motors 12 and 22.

<Control configuration of comparative example>
Next, before explaining the control system of the present embodiment, the configuration of the ground-side controller included in the conventional loop controllers 61a, 61b, 61c as a comparative example will be described.
FIG. 8 shows a motor speed control configuration of the ground side controller of the first system included in the conventional A-loop controller 61a. In FIG. 8, the part that receives the signal from the whole controller 62 and generates the speed control command is omitted. Although the illustration of the second system is omitted, the configuration of the second system is the same as the configuration shown in FIG.

First, the rotation speed command of the motor 12 is supplied to the subtractor 101, and the sheave angular velocity ω is subtracted from the rotation speed command. The subtraction output of the subtractor 101 is supplied to the speed controller 102. The speed controller 102 obtains the motor torque ASR command τ ^* from the subtraction output of the subtractor 101. The motor torque ASR command τ ^* obtained by the speed controller 102 is supplied to the adder 103, the compensation torque τ _m ^* is added to the motor torque ASR command τ ^* , and the added output becomes the final motor torque command τ ^* . Become. In response to the motor torque command τ ^* , the power converter generates electric power, and by supplying electric power to the motor 12, torque τ that rotates the sheave 13 is generated. The compensation torque τ _m ^* is generated by the start compensation circuit 110 described later.

The controlled object 300 is composed of the required torque τ _m due to the mass imbalance between the car AX and the AY, which is expressed by the equation [Equation 21], and the mechanical element 106. The mechanical element 106 includes the mechanical characteristics of the first system 10 excluding the required torque τ _m caused by the mass imbalance of the car 30, for example, the moment of inertia and the rotational resistance of the sheave 12 of the hoist 11. The inertial mass and running resistance of the car 30 connected to the sheave 12 via the first rope 17 are included. Torque τ is input to the controlled object 300, and as a result of the rotation, the rotation speed of the sheave 13 is obtained.
The rotation speed of the sheave 13 is converted into speed data by performing speed detection processing by a speed detector 107 composed of an encoder or the like. The output of the speed detector 107 is converted into a sheave angular velocity ω by the speed detection filter 108 and supplied to the subtractor 101.

The start compensation circuit 110 includes a mass acquisition unit 111 of the car AX, a mass acquisition unit 112 of the car _AY , a subtractor 113 for obtaining the difference between the mass _mAX and mAY of both mass acquisition units 111 and 112, and a sign inversion. The circuit 114 is provided.
The code inversion circuit 114 changes the code depending on whether the car AX is on the ascending path 1U or the descending path 1D.
The signal of the difference between the masses _mAX and _mAY whose sign is set by the code inversion circuit 114 is supplied to the adder 103 as a compensation torque _τm ^* and added to the output of the speed controller.
The conventional ground-side controller configured in this way provides activation compensation to prevent reverse direction and sudden acceleration immediately after the brake is released from the hoisting machine 11 (21). However, while the required torque τ _m when passing through the turning part changes depending on the position of the car 30, the compensation torque τ _m ^* output from the start compensation circuit 110 is determined only by the car mass difference except for the sign. Therefore, there is a problem that the required torque τ _m cannot be sufficiently compensated.

<Control configuration of the first embodiment>
FIG. 9 shows the configuration of the ground side controller of the first system included in the A loop controller 61a of the present embodiment. In FIG. 9, the second system is not shown in the same manner as in FIG. 8, but the configuration of the second system is the same as the configuration shown in FIG.
In FIG. 9, the subtractor 101, the speed controller 102, the adder 103, the power converter and the motor response element 104, the subtractor 105, the speed detector 107, and the speed detection filter 108 are provided based on the rotation speed command. The configuration of the loop that controls the controlled object 300 is the same as that in FIG.
However, in the configuration shown in FIG. 9, instead of the start compensation circuit 110 shown in FIG. 8, a turning portion load compensation circuit 120 is provided.

The turning portion load compensation circuit 120 shown in FIG. 9 includes trigger circuits 121 and 125. The trigger circuit 121 acquires information on the position of the straight portion of one of the A-loop cabs, and the sheave output by the speed detection filter 108 at the timing when the cab AX switches from the straight portion to the turning portion. Trigger the angular velocity ω. The information on the position of the straight line portion of the car AX is the information received and acquired by the ground-side wireless transceiver 91 from the car-side wireless transceiver 90 of the car AX. Then, at the timing of this trigger, the integration in the integration circuit 122 is started, and the sheave winding angle _θ'AX is obtained.

Further, the mass acquisition unit 124 obtains a value ( _mAX / 2) of 1/2 of the mass mAX of the car _AX . The value of this mass m _AX is acquired before the car AX starts operation. Specifically, the mass acquisition unit 124 uses the load value obtained by the load measurement process with a load measuring device (not shown) immediately before the door of the car AX closes and starts ascending / descending the mass of the car AX. Let it be _mAX .
Then, the mass acquisition unit 124 supplies the mass _mAX / 2 of the car AX to the multiplier 123, and multiplies the sheave winding angle θ ′ _AX . The multiplier output of the multiplier 123 is supplied to the subtractor 129.

The trigger circuit 125 of the turning portion load compensation circuit 120 acquires information on the position of the straight portion of the other car AY of the A loop, and at the timing when the car AY switches from the straight portion to the turning portion, the speed is reached. Trigger the sheave angular velocity ω output by the detection filter 108. The information on the position of the straight line portion of the car AY is information received and acquired by the ground-side radio transceiver 91 from the car-side radio transceiver 90 of the car AY. Then, at the timing of this trigger, the integration in the integration circuit 122 is started, and the sheave winding angle _θ'AY is obtained.

Further, the mass acquisition unit 128 obtains a value (m _AY / 2) of 1/2 of the mass mAY of the car _AY . The value of this mass _mAY is also acquired by the load measuring instrument before the car AY is started.
Then, the mass m _AY / 2 of the car AY is supplied to the multiplier 127 by the mass acquisition unit 128, and is multiplied by the sheave winding angle θ ′ _AY . The multiplier output of the multiplier 127 is supplied to the subtractor 129.

The subtractor 129 is a product of the angle θ'AX of the car _AX supplied from the multiplier 123 and the mass m _AX / 2, and the angle θ'AY and the mass m _AY of the car _AY supplied from the multiplier 127. Subtract the multiplier value of / 2. The value subtracted by this subtractor 129 becomes the compensation torque τ _m ^* .
The compensating torque τ _m ^* obtained by the subtractor 129 is supplied to the adder 103, and the compensating torque τ _m ^* is added to the motor torque ASR command τ ^* .

FIG. 10 shows another configuration of the ground side controller of the first system included in the A loop controller 61a of the present embodiment. In the configuration of FIG. 9 described above, control is performed based on the speed of the sheave detected by the speed detector 107, whereas in the configuration shown in FIG. 10, control is performed based on the detection of the rotation angle of the sheave. ing.
Although the second system is not shown in FIG. 10 as in FIG. 9, the configuration of the second system is the same as the configuration shown in FIG.
In FIG. 10, the subtractor 101, the speed controller 102, the adder 103, the power converter, the motor response element 104, and the subtractor 105 are provided, and the control target 300 is controlled based on the rotation speed command. It is the same as FIG. 8 and FIG.

Then, in the present embodiment, the angle detector 131 detects the sheave rotation angle of the controlled object 300. The angle detector 131 is composed of, for example, an absolute encoder that outputs a pulse for each rotation of the sheave at a constant angle.
The output of the angle detector 131 is supplied to the angle detection filter 132, the output of the angle detection filter 132 is supplied to the integrator 133, and the sheave angular velocity ω is obtained by integration.
The sheave angular velocity ω obtained by the integrator 133 is supplied to the subtractor 101 and subtracted from the rotation speed command.

The information on the rotation angle of the sheave output by the angle detection filter 132 is supplied to the turning section load compensation circuit 140.
The information on the rotation angle of the sheave supplied to the turning portion load compensation circuit 140 is supplied to the holding circuit 141, and the rotation angle information at the timing when the car AX is switched from the straight portion to the turning portion is held. Then, the angle held by the holding circuit 141 is subtracted from the information on the rotation angle of the sheave output by the angle detection filter 132, and the angle of the car AX being converted is obtained by subtracting the difference angle. The angle of the car AX is the integral in the integrator circuit 143, and is set to the sheave winding angle _θ'AX .

Further, the mass acquisition unit 144 obtains a value ( _mAX / 2) of 1/2 of the mass mAX of the car _AX . The value of this mass m _AX is acquired before the car AX starts operation. Then, the mass _mAX / 2 of the car AX obtained by the mass acquisition unit 144 is supplied to the multiplier 145 and multiplied by the sheave winding angle _θ'AX . The multiplier output of the multiplier 145 is supplied to the subtractor 151.

Further, the information on the rotation angle of the sheave supplied to the turning portion load compensation circuit 140 is supplied to the holding circuit 146, and the rotation angle information at the timing when the car AY is switched from the straight portion to the turning portion is held. To. Then, the angle held by the holding circuit 146 is subtracted from the information on the rotation angle of the sheave output by the angle detection filter 132, and the angle of the car AY being converted is obtained by subtracting the difference angle. The angle of the car AY is the integral in the integrator circuit 148, and is set to the sheave winding angle _θ'AX .

Further, the mass acquisition unit 149 obtains a value (m _AY / 2) of 1/2 of the mass mAY of the car _AY . The value of this mass mAY is acquired before the car _AY starts operation. Then, the mass _mAY / 2 of the car AY obtained by the mass acquisition unit 149 is supplied to the multiplier 150 and multiplied by the sheave winding angle _θ'AX . The multiplier output of the multiplier 150 is supplied to the subtractor 151.

The subtractor 151 is a product of the angle θ'AX of the car _AX supplied from the multiplier 145 and the mass m _AX / 2, and the angle θ'AY and the mass m _AY of the car _AY supplied from the multiplier 150. Subtract the multiplier value of / 2. The value subtracted by this subtractor 151 becomes the compensation torque τ _m ^* .
The compensating torque τ _m ^* obtained by the subtractor 151 is supplied to the adder 103, and the compensating torque τ _m ^* is added to the motor torque ASR command τ ^* .
The turning section load compensation circuit 120 in FIG. 8 and the turning section load compensation circuit 140 in FIG. 9 have the required torque generated by the unbalanced mass between the cars and the required torque based on the equation [Equation 21] described above. The required torque generated by the car position imbalance is obtained and compensated. However, in reality, the multicar elevator of the present embodiment is configured to operate in two systems, a first system and a second system. Then, control is performed for the second system with the same configuration, and the total compensation torque in the first system and the second system is controlled so as to match the equation [Equation 21].

<Speed control simulation result>
11 and 12 show changes in the motor rotation speed and torque when the car is turned by a comparative example (FIG. 8 example) and an embodiment of the present embodiment (FIG. 9 example or FIG. 10 example). .. 11 (a) and 12 (a) show the time (horizontal axis) change of the motor rotation speed (vertical axis). 11 (b) and 12 (b) show changes in torque (vertical axis) over time (horizontal axis).

First, a comparative example (control example in the configuration of FIG. 8) shown in FIG. 11 will be described.
When controlled by the configuration of FIG. 8, as shown in FIG. 11B, the compensation torque at the time of turning is a constant value as shown by the broken line, and the load torque at the time of turning is from + τ _s as shown by the constant chain line. It changes to τ _s . Here, because the compensation torque is constant, the response of the motor output torque shown by the solid line is delayed from the load torque at the time of turning.
Therefore, as shown in FIG. 11A, when the car 30 is turned, the speed command is constant as shown by the broken line, but the actual rotation speed is + 10% higher than the speed command at the maximum. turn into.

Next, an example of the present embodiment shown in FIG. 12 (a control example in the configuration of FIG. 9 or FIG. 10) will be described.
When controlled with the configuration shown in FIG. 9 or 10, the compensation torque (broken line) at the time of turning is changed from + τ _s to −τ _s as shown in FIG. 12 (b) in order to perform torque compensation according to the car position. Change. The change in the compensation torque at the time of turning coincides with the change in the load torque (dashed-dotted line) at the time of turning and the motor output torque (solid line). In FIG. 12B, the compensation torque of the broken line and the load torque of the alternate long and short dash line are not visible because they overlap with the motor output torque of the solid line.

Therefore, the motor rotation speed at the time of turning shown in FIG. 12A also matches the speed command value (broken line) and the actual rotation speed (solid line). Also in FIG. 12A, the speed command value of the broken line is not visible because it overlaps with the rotation speed of the solid line.
As described above, according to the embodiment of the present embodiment, the speed fluctuation at the time of turning the car can be compensated, and the speed fluctuation of the car 30 at the turning portion can be effectively suppressed.

<Effect of rope elongation>
Next, with reference to FIG. 13, a problem when the lower pulley 16 moves in the vertical direction (z direction) due to an increase in the weight of the car and the like, and a countermeasure thereof will be described. Here, the A loop will be described as an example, but the same problem will occur in other loops.

Since the position of the upper sheave 11 is fixed and does not move after installation, the signal information of the car position sensor 80 and the point where the sheave winding angle θ _AX = 0 are compared in advance, and once during the first operation after installation. If entered, the sheave winding angle will be estimated accurately.
For example, in the example of FIG. 13, by setting the vertical position z = l _s , which is the same height as the central axis of the sheave 11, as the integration start point, the winding angle θ ′ _AX of the car AX is set according to the configuration of FIG. Can be estimated.

On the other hand, since the lower pulley 16 has a structure suspended from the rope 17, a person may get on the car AX and AY and the rope load may increase, and the position of the car AX and AY may be changed due to the rope elongation due to aging. It changes from moment to moment. For example, in the state shown in FIG. 13 (a) where the load capacity of the car AX and AY is not large, the vertical height of the rotation axis of the lower pulley 16 is equal to the lower end z = 0 of the car position sensor tape 81.

On the other hand, as the load capacity of the car AX and AY increases, the rope 17 extends as shown in FIG. 13 (b), so that the vertical height of the rotation axis of the lower pulley 16 is for the car position sensor. The state is different from the lower end z = 0 of the tape 81.
When the state shown in FIG. 13 (b) occurs and the integration is started at the measured value z = 0 of the car position sensor tape 81 as in the case of FIG. 13 (a), the actual car AY is wound. The angle θ _AY and the winding angle θ _AYmeas recognized by the ground side controller are different.

FIG. 14 shows θ _AX -θ _AY when the winding angle θ _AYmeas recognized by the ground-side controller advances by 10 ° (recognition error + 10 °) with respect to the winding angle θ _AY of the actual car AY. The simulation result when = 10 ° is shown.
As for the example of FIG. 14, similarly to FIGS. 11 and 12, FIG. 14A shows the change of the motor rotation speed (vertical axis) with time (horizontal axis). FIG. 14B shows the change in torque (vertical axis) over time (horizontal axis).

In the example shown in FIG. 14 (b), the compensation torque and the load torque at turning do not match due to the recognition error due to the elongation of the rope, and as shown in FIG. 14 (a), the deviation between the speed command value and the speed is ±. It is occurring at 3%. As described above, the speed deviation may increase due to the recognition error due to the elongation of the rope as shown in FIG.

On the other hand, even if there is some recognition error due to the elongation of the rope as shown in FIG. 13, the deviation is reduced as compared with the case where the load compensation at the time of turning is not performed (example of FIG. 11). Therefore, as shown in FIG. 15 described below, even a simple configuration in which only one of the positions of the car AX and the car AY is measured to compensate for the torque has the effect of reducing the deviation.

<Control configuration with simplified control system>
FIG. 15 shows a simple control system configuration that measures only the position of the car AX and compensates for torque.
FIG. 15 shows a configuration of a simple ground-side controller of the first system included in the A-loop controller 61a of the present embodiment. Although the second system is not shown in FIG. 15 as in FIG. 9, the configuration of the second system is the same as the configuration shown in FIG.

FIG. 15 includes a subtractor 101, a speed controller 102, an adder 103, a power converter and a motor response element 104, a subtractor 105, a speed detector 107, and a speed detection filter 108, based on a rotational speed command. The configuration of the loop that controls the controlled object 300 is the same as that in FIG.
However, in the configuration shown in FIG. 15, the configuration of the turning portion load compensation circuit 160 is different from that of the turning portion load compensation circuit 120 shown in FIG.

That is, the turning portion load compensation circuit 160 shown in FIG. 15 includes a trigger circuit 161 and is a sheave output by the speed detection filter 108 by the trigger circuit 161 at the timing when the car AX is in a position where the straight portion is switched to the turning portion. Trigger the angular velocity ω. At this trigger timing, the integration in the integration circuit 162 is started, and the sheave winding angle _θ'AX is obtained.

Further, the mass acquisition unit 164 obtains a mass difference _mAX −m _AY between the car AX and the car AY. The value of this mass difference m _AX -m _AY is acquired before the car AX and AY start operation.
Then, the mass difference _mAX −m _AY obtained by the mass acquisition unit 164 is supplied to the multiplier 163 and multiplied by the sheave winding angle θ ′ _AX to obtain a compensation torque _τm ^* .
The compensation torque τ _m ^* obtained by the multiplier 163 is supplied to the adder 103, and the compensation torque τ _m ^* is added to the motor torque ASR command τ ^* .

Even with the simplified configuration shown in FIG. 15, the speed fluctuation at the time of turning the car can be compensated to some extent, and the speed fluctuation of the car 30 at the turning portion can be effectively suppressed.

<Countermeasures for rope elongation>
When the spring constant per unit length of the rope 17 is clear, the amount of vertical movement of the lower pulley 16 during the operation of the turning portion can be calculated by measuring the load capacity of the car 30 with a load meter. can. A more accurate value can be calculated by shifting the integration start point for calculating the sheave winding θ _AX or θ _AY accordingly, or by adding an offset to the output of the integrator. When an angle detector is used instead of the speed detector to control the hoisting machine, the position where the angle detection value is stored may be shifted, or an offset may be provided in the difference calculation between the stored value and the detected value.

Here, a method for correcting the change in the length of the rope 17 (aging) and the change in the spring constant of the rope due to the secular change will be described.
Regarding the change in the spring constant, a heavy object is loaded on the car 30 with the hoist brake applied, and the spring is used by using the measured value of the car position sensor 80 before and after loading and the mass of the loaded heavy object. The constant can be measured.

The aged growth of the rope 17 can be corrected by the following method.
That is, an object having a known mass is placed on either the car AX or the AY, and the car AX and the AY are slowly turned. At this time, the estimated values _θ'AXmeas and _θ'AYmeas of the winding angles of the car AX and AY when the motor torque becomes 0 are recorded. At this time, the following [Equation 22] equation is established from the [Equation 21] equation.

Here, for example, when the car AX is turning around the upper reversing path 1T, the position of the sheave 11 does not move almost after installation, so that it can be said that the actual car AX winding angle θ'AX = _θ'AXmeas . .. On the other hand, it can be said that the car AY turning on the lower reversing path 1B has a winding angle _θ'AY ≠ _θ'AYmeas due to the extension of the rope 17.
At this time, by comparing the winding angle _θ'AYmeas with the winding angle _θ'AY calculated from the equation [Equation 22], the start position of the integration for calculating the winding angle _θ'AY is changed or By adjusting the amount of offset applied to the output of the integrator, a more accurate winding angle _θ'AYmeas can be calculated. When an angle detector is used instead of the speed detector to control the hoisting machine, the position where the angle detection value is stored may be shifted, or an offset may be provided in the difference calculation between the stored value and the detected value. That is, it can be corrected by changing the predetermined position as a trigger by using the calculated car position and the output torque of the hoist, or by adding an offset to the calculated car position.

Since the change in rope length (aged elongation) and the change in rope spring constant due to aging progress slowly, the winding angle on the lower pulley side can be corrected by using the above method during regular maintenance. Can be maintained in a state where it can be estimated accurately. Here, the countermeasures in the A loop are described as a representative, but countermeasures can be taken in the same manner in other loops.

<Structure that compensates for each system>
In the description of the embodiment examples so far, it is assumed that there is no difference in the parameters (cage position, speed, sheave / pulley diameter and position) of the first system and the second system for diagonal fishing of the car 30. board. On the other hand, in an actual system, the parameters may differ due to an error in the installation position of the sheave pulley or other factors. Therefore, by setting the compensation torque to a compensation torque different from that of the first system and the second system, it is possible to more effectively reduce the deviation of the motor rotation speed.

FIG. 16 shows a control configuration when the compensation torque is calculated separately for the first winding machine and the second winding machine.
In FIG. 16, a is added to the end of the code for the component of the first system that controls the first hoisting machine 11, and the component of the second system that controls the second hoisting machine 21 is designated by a reference numeral. Add b to the end of.
The control configuration of the rotation speed of the first system and the control configuration of the rotation speed of the second system shown in FIG. 16 are the same as the control configuration of the rotation speed shown in FIG. The first system turning section load compensation circuit 120a and the second system turning section load compensation circuit 120b also have the same configuration as the turning section load compensation circuit 120 shown in FIG.

Here, the first system turning unit load compensation circuit 120a performs a process of integrating the speed of the first motor 12 obtained as an output result of the controlled object 300a. On the other hand, the second system turning section load compensation circuit 120b sets the second motor 22 as the control target 300b, and performs a process of integrating the speed of the second motor 22.
Thereby, for example, even if the sheave diameters of the first system and the second system differ due to wear or the like, torque compensation can be performed with high accuracy.
The configuration of the first system turning section load compensation circuit 120a and the second system turning section load compensation circuit 120b is the same as that of the turning section load compensation circuit 120 shown in FIG. 9, and the description thereof will be omitted.

<Example of the second embodiment>
Next, the multicar elevator of the second embodiment of the present invention will be described with reference to FIGS. 17 to 18. In FIGS. 17 to 18, the parts corresponding to FIGS. 1 to 16 described in the first embodiment are designated by the same reference numerals, and duplicate description will be omitted.

FIG. 17 shows the configuration of the multicar elevator 1000'of the present embodiment.
In the multi-car elevator 1000'shown in FIG. 17, the hoisting machine for driving each loop of the first system 10 and the second system 20 is divided into two units, respectively, and the first system 10 is the first hoisting machine 11α. And 11β, the second system 20 is driven by the second hoisting machines 21α and 21β.

The first sheaves 13α and 13β are attached to the first hoisting machines 11α and 11β, respectively, and the first rope 17 is wound around the first sheaves 13α and 13β. The second sheaves 23α and 23β are attached to the second hoisting machines 21α and 21β, respectively, and the second rope 27 is wound around the second sheaves 23α and 23β.

Further, the lower pulleys of the first system 10 and the second system 20 are also divided into two units, respectively, the first system 10 includes the lower pulleys 16α and 16β, and the second system 20 includes the lower pulleys 26α and 26β. Be prepared. The first rope 17 is wound around the lower pulleys 16α and 16β of the first system 10. The second rope 27 is wound around the lower pulleys 26α and 26β of the second system 20.

Here, as shown in FIG. 17, the horizontal movement distance in the x direction between the two first sheaves 13α and 13β of the first system 10 and the x direction between the two second sheaves 23α and 23β of the second system 20. Let the horizontal movement distance of be l _h . The horizontal movement distance between the lower pulleys 16α and 16β and the horizontal movement distance between the lower pulleys 26α and 26β are also l _h .

In FIG. 17, 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 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. The loop controller 61a (FIG. 1) that controls each loop simultaneously controls all the hoisting machines belonging to each loop.

<Control configuration of the second embodiment>
FIG. 18A shows the configuration of the ground side controller of the first system including the A loop controller 61a of the present embodiment. Although the second system is not shown in FIG. 18 (a), the configuration of the second system is the same as the configuration shown in FIG. 18 (a).
In FIG. 18A, a subtractor 101, a speed controller 102, an adder 103, a power converter and a motor response element 104, a subtractor 105, a speed detector 107, and a speed detection filter 108 are provided, and a rotation speed command is provided. The configuration of the loop for controlling the controlled object 300 based on the above is the same as that in FIG.

However, in the configuration shown in FIG. 18, the turning portion load compensation circuit 120'triggers the sheave angular velocity ω output by the speed detection filter 108 in the trigger circuit 121, and the sheave winding angle θ of the car AX at the turning portion. ″ Obtaining _AX . _Sheave winding angle θ ″ output by the trigger circuit 121 is supplied to the angle converter 191.

The angle transducer 191 corresponds to the horizontal movement point of the distance lh between the two first sheaves 13α and _13β at the turning part and the two first sheaves 13α and 13β, and the sheave winding of the car AX. The applied angle θ ″ _AX is converted into a sheave winding angle θ ′ _AX considering the horizontal movement of the distance _lh . The sheave winding angle θ ′ _AX converted by the angle converter 191 is supplied to the integrating circuit 122. To.

Similarly, the turning portion load compensation circuit 120'triggers the sheave angular velocity ω output by the speed detection filter 108 in the trigger circuit 125 to obtain the sheave winding angle θ ″ _AY of the car AY at the turning portion. The sheave winding angle θ ″ _AY output by the circuit 125 is supplied to the angle converter 192.
The angle transducer 192 corresponds to the horizontal movement point of the distance lh between the two first sheaves 13α and _13β at the turning part and the two first sheaves 13α and 13β, and the sheave winding of the car AY. The applied angle θ ″ _AY is converted into a sheave winding angle θ ′ _AY in consideration of the horizontal movement of the distance _lh . The sheave winding angle θ ′ _AY converted by the angle converter 192 is supplied to the integrating circuit 126. To.

FIG. 18B shows an example of angle conversion performed by the angle converters 191 and 192. The horizontal axis of FIG. 18B shows the angles θ ″ _AX and θ ″ _AY before conversion, and the vertical axis shows the angles θ ′ _AX and θ ′ _AY after conversion.
As shown in FIG. 18B, when the car AX and AY pass through the first sheaves 13α and 23α at the turning point, the angles _θ'AX and _θ'AY take values from 0 to 90 °. .. Then, the angles _θ'AX and _θ'AY are fixed at 90 ° while the car AX and AY are moving in the x direction at the horizontal movement point of the distance l _h . Further, when the car AX and _AY pass through the second sheaves 13β and 23β at the turning part, the angles _θ'AX and θ'AY take values from 90 ° to 180 °.

Other parts of the turning portion load compensating circuit 120'shown in FIG. 18A are configured in the same manner as the turning portion load compensating circuit 120 shown in FIG.
With such a configuration, it is possible to appropriately compensate for the torque fluctuation at the time of turning of the car AX and AY, as in the control configuration of FIG. 9 described in the first embodiment.

<Modification example>
The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiments of the embodiments are described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.

For example, in each of the above-described embodiments, the position of the car position sensor tape 81 is detected by the car position sensor 80 attached to the car AX, AY to detect the change from the straight portion to the turning portion of the car AX, AY. I tried to do it in.
On the other hand, for example, as shown in FIG. 19, the left-right direction car position sensors 100 installed on the hoistway (uphill path 1U and downhill path 1D) position the positions of the left-right direction car AX and AY during the turning operation. You may measure with. For example, a laser displacement meter or an ultrasonic displacement meter can be used for the left-right direction car position sensor 100.

Then, the controller estimates the winding angles θ _AX and θ _AY of the car by using the car position in the left-right direction measured by the car position sensor 100 in the left-right direction. Since the left-right direction car position sensor 100 can be installed on the ascending path 1U and the descending path 1D, unlike the configuration shown in FIG. 1, it is not necessary to use wireless communication. Therefore, if the response speed of the sensor is sufficiently fast, there is an advantage that the estimated winding angles _θAX and _θAY can be used as they are for torque compensation.
Therefore, in the case of the configuration shown in FIG. 19, there is an effect that complicated calculation and correction are not required for estimating the winding angle.

On the other hand, in the case of the configuration shown in FIG. 19, the measured value depends on the lateral shaking of the car AX and AY, and in the region where the angles _θAX and _θAY are close to 0 and 180 °, the measured value is slightly lateral. The angles θ _AX and θ _AY change greatly due to the variation of.
Therefore, in the case of the configuration shown in FIG. 19, the additional estimation accuracy may be slightly inferior to that of the configuration shown in FIG. Further, since the left-right direction car position sensor 100 is additionally required, the cost required for installing the sensor becomes high.

Further, in the configuration shown in FIG. 1, the car AX and AY are connected to the endless first rope 17 (solid line) via the left rope terminal 31 _l , respectively, and are connected to the second rope via the right rope terminal 31 _r . It was configured to be connected to the rope 27 (broken line).
Each rope terminal 31 has a structure in which the car can make a circular motion along the sheave or the pulley by rotating the portion connecting the car and the rope when the car 30 is rotated.

Here, as shown in FIG. 20, a tachometer 200 (for example, a rotary encoder) that functions as an angle detection is attached to the rotating portion of each rope terminal 31, and the angle of the rotating portion of each rope terminal 31 is detected. The car winding angles _θAX and _θAY may be detected.
In this case, when the angle detected by the tachometer 200 reaches a specified value, the trigger information is transmitted to the ground side controller by wireless communication, and the speed of the hoist is integrated as in the example of FIG. Torque compensation is performed using the value.

In the case of the configuration of FIG. 20, since the measured value is affected by the shaking of the car AX and AY in the rotation direction around the y-axis, there is a demerit that it is difficult to set the threshold value for transmitting the trigger information, but the first implementation is carried out. There is a merit that the measures against rope elongation explained in the example of the form of the above are not required.

Further, the configurations described in the above-described examples of the embodiments may be implemented individually or in combination. For example, the control performed by the speed detection shown in FIG. 9 and the control performed by the angle detection shown in FIG. 10 may be combined. When the control performed by the speed detection shown in FIG. 9 and the control performed by the angle detection shown in FIG. 10 are combined, for example, if the two control results are compared and corrected by the calculation result that is presumed to be appropriate. good. Alternatively, if one of the controls is not appropriate, the control may be switched to the other.
Further, as for the position detection of the car, the plurality of detection processes described so far may be performed at the same time to detect the more accurate position.

Furthermore, in each block diagram, only the control lines and information lines considered necessary for explanation are shown, and not all the control lines and information lines are shown in the product. In practice, it can be considered that almost all configurations are interconnected.
Further, in the configuration described in each block diagram, each component shown in the figure may be prepared by hardware and configured, but a program (software) for realizing the component described in each block diagram is prepared. , It may be configured by an information processing device (computer) that executes the program. The program in this case can be placed in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or an optical disk.

1 ... moving path, 1B ... lower reversing path, 1D ... descending path, 1T ... upper reversing path, 1U ... ascending path, 10 ... 1st system, 11, 11A, 11B, 11C ... 1st winding machine, 12 ... 1 motor, 13 ... 1st sheave, 14 ... 1st brake, 15 ... 1st fixed shaft, 16, 16A ... 1st pulley, 17, 17A, 17B, 17C ... 1st rope, 20 ... 2nd system, 21 21A, 21B, 21C ... 2nd hoisting machine, 22 ... 2nd motor, 23 ... 2nd sheave, 24 ... 2nd brake, 25 ... 2nd fixed shaft, 26 ... 2nd pulley, 27, 27A, 27B, 27C Second rope, 31, 31A ... Rope terminal, 60 ... Control device, 61a ... A loop controller, 62 ... Overall controller, 80 ... Position sensor, 81 ... Position sensor tape, 90 ... Side wireless transmitter / receiver, 91 ... Ground Side radio transmitter / receiver, 100 ... position sensor, 101 ... subtractor, 102 ... speed controller, 103 ... adder, 104 ... power converter and motor response element, 105 ... subtractor, 106, 106a, 106b ... mechanism element, 107 ... speed detector, 108 ... speed detection filter, 110 ... start compensation circuit, 111 ... mass acquisition unit, 112 ... mass acquisition unit, 113 ... subtractor, 114 ... code inversion circuit, 120 ... conversion unit load compensation circuit, 120 ′… Turning part load compensation circuit, 120a… 1st system turning part load compensation circuit, 120b… 2nd system turning part load compensation circuit, 121… trigger circuit, 122… integrator circuit, 123… multiplyer, 124… mass acquisition unit , 125 ... trigger circuit, 126 ... adder circuit, 127 ... adder, 128 ... mass acquisition unit, 129 ... subtractor, 131 ... angle detector, 132 ... angle detection filter, 133 ... adder, 140 ... turning part load compensation Circuit, 141 ... holding circuit, 143 ... integrator circuit, 144 ... mass acquisition unit, 145 ... multiplier, 146 ... holding circuit, 148 ... integrator circuit, 149 ... mass acquisition unit, 150 ... multiplier, 151 ... subtractor, 160 ... turning part load compensation circuit, 161 ... trigger circuit, 162 ... adder circuit, 163 ... adder, 164 ... mass acquisition part, 191 ... angle converter, 192 ... angle converter, 200 ... rotator, 300, 300a, 300b ... Control target, 1000, 1000'... Multi-car elevator

Claims (9)

At least one pair of a circulation type hoistway in which two hoistways are connected at the upper end and the lower end, and a pair of two cars connected to at least one main rope in the circulation type hoistway. Each of the main ropes is a circulation type multicar elevator driven by at least one hoist.
A speed controller that controls the rotation speed of the hoist and outputs a torque command,
A load measuring device that measures the load of the car and
A car position measuring device that measures the position of the car pair in the ascending / descending direction,
One or both of the speed detector and the angle detector that detect the rotation speed or the rotation angle of the hoist, and
When the car pair moves from one hoistway to the other hoistway at the upper end and the lower end of the circulation type hoistway, the position of the car pair is changed to the car position measuring device and the speed detector or the speed detector. It is equipped with a car position estimation unit that estimates from the output of the angle detector.
A circulation type multi-car elevator that compensates for the output of the speed controller from the car position obtained by the car position estimation unit and the measurement result of the load. The car position estimation unit is
A claim that integrates the speed detection value of the speed detector with the trigger that the car position measuring device exceeds a predetermined position, and compensates the output of the speed controller from the car position calculated using the integration result. The circulation type multi-car elevator according to Item 1. The car position estimation unit
The value of the angle detector is saved with the trigger that the car position detector exceeds a predetermined position, and the output of the speed controller is compensated by using the car position calculated by using the saved angle and the detected angle. The circulation type multicar elevator according to claim 1. The circulation type multicar elevator according to claim 2 or 3, wherein the measurement result of the load measuring device is used to change a predetermined position as a trigger or to add an offset to the calculated car position. The circulation type multicar elevator according to claim 2 or 3, wherein the calculated car position and the output torque of the hoist are used to change a predetermined position as a trigger or to add an offset to the calculated car position. The circulation type multicar elevator according to claim 1, wherein the car position measuring device is mounted on one or both of the car pairs, and the measured value is transmitted to the car position estimation unit via wireless communication. A left-right position detector that detects the position in the ascending / descending direction for one or both of the car pairs is provided, and the car position estimation unit is a detection result of the left-right position detector and the speed detector or the angle detector. The circulation type multi-car elevator according to claim 1, wherein the position of the car is estimated. For one or both of the car pairs, the car pair is a turning car position that detects the car position in the turning operation of moving from one hoistway to the other hoistway at the upper end and the lower end of the circulation type hoistway. The circulation type multi-car elevator according to claim 1, further comprising a detector, wherein the car position estimation unit estimates the car position using the detection result of the turning unit car position detector. At least one pair of a circulation type hoistway in which two hoistways are connected at the upper end and the lower end, and a pair of two cars connected to at least one main rope in the circulation type hoistway. In a circulation type multicar elevator control method for controlling a circulation type multicar elevator, each of which has the main rope and is driven by at least one hoisting machine.
Speed control processing that controls the rotation speed of the hoist and outputs a torque command,
The load measurement process for measuring the load of the car and
The car position measurement process that measures the position of the car pair in the ascending / descending direction,
One or both of the speed detection process and the angle detection process for detecting the rotation speed or the rotation angle of the hoist, and
When the car pair moves from one hoistway to the other hoistway at the upper end and the lower end of the circulation type hoistway, the position of the car pair is determined by the car position measurement process and the speed detection process. Including the car position estimation process estimated from the output of the angle detection process,
A circulation type multicar elevator control method that compensates for the output of the speed control process from the car position obtained by the car position estimation process and the load measurement result obtained by the load measurement process.

Images