JP4298649B2 - Elevator control device - Google Patents

Description

  The present invention relates to an elevator control apparatus that saves energy by changing a constant speed, which is the maximum speed of the speed pattern of an electric motor that drives a hoisting machine.

  As a conventional elevator control device that changes the speed pattern of the motor that drives the hoisting machine, for example, the maximum speed and acceleration are changed according to the load applied to the motor and the moving distance of the car, thereby reducing the operation time. There is one that has improved the operation efficiency of the elevator by shortening. That is, the elevator control device includes a car load detection device, a next stop floor setting unit, and a car speed pattern generation unit. Based on the car load obtained by the car load detection device and the travel distance to the next stop floor set by the next stop floor setting means, within the drive range allowed for the motor and at the next stop floor in the shortest time. Generate a car speed pattern and drive the car so that the car reaches it. Thus, the operation efficiency of the car is increased (see, for example, Patent Document 1).

  In addition, if the maximum speed reduction command is issued during energy saving operation, control operation during strong winds, wind noise / noise prevention operation, etc., as a speed change with a conventional elevator operation device, the nearest floor Stop the basket. After determining whether the door is to be opened or closed depending on the situation of the nearest floor that has been stopped, the maximum speed is reduced to the planned stoppage floor and normal operation is continued. As a result, there is one that can quickly and safely respond to a maximum speed reduction command issued in an emergency such as a strong wind (for example, see Patent Document 2).

Japanese Patent Laying-Open No. 2003-238037 (paragraph numbers 20, 21, FIG. 1) Japanese Patent Laid-Open No. 7-179277 (paragraph numbers 21 to 29, FIGS. 1 and 2)

  The conventional elevator control device is configured as described above. In the case of the elevator control device described in Patent Document 1, the speed is controlled within the capacity range of the motor characteristics, and the next stop floor is reached in the shortest time. The basket is made to reach. For this reason, although the driving efficiency is improved, there is a problem that not only energy saving cannot be achieved depending on the lifting distance, but also power consumption increases.

  In addition, in the case of the elevator operating device described in Patent Document 2, when the maximum speed reduction command is issued, the maximum speed is uniformly reduced regardless of the load and the lift distance after stopping the car to the nearest floor. Since the operation is performed, the ascending / descending time becomes longer and the operation efficiency is remarkably lowered. In addition, when a loss that increases in proportion to time such as an excitation loss due to a long rise / fall time is taken into account, there is a problem in that power consumption increases on the contrary due to a reduction in speed and energy saving cannot be achieved.

  The present invention has been made to solve the above-described problems. In an elevator in which a car is suspended on one side of a main rope and a counterweight is suspended on the other side, and the car is moved up and down along a preset speed pattern. An object of the present invention is to provide an elevator control device that improves operating efficiency and saves energy.

  The elevator control device according to the present invention includes a hoisting machine in which a main rope having a car suspended on one side and a counterweight suspended on the other is wound along a preset normal speed pattern. The present invention relates to an elevator control device that moves a car up and down with a speed-controlled motor, and a load within a predetermined equilibrium load region including a balance load in which a load loaded on the car balances the counterweight (that is, the motor In the case of a load that is light to the motor, including the case where the load torque converted to the shaft is negative), and when the lifting distance to the next floor to be stopped is within a predetermined short distance range, A low speed pattern set to a speed lower than the normal speed pattern is generated, and the electric motor is controlled along the low speed pattern.

  In another elevator control device according to the present invention, the load loaded on the car is a load within a predetermined balance load region including a balance load that balances the counterweight, that is, a light load on the motor. Even in the case of a load, in the case of an operation in which the ascending / descending stroke is long and the ascending / descending distance to the next stop floor is long, the speed is set higher than the normal speed pattern within the capacity range of the electric motor and other driving devices. The motor is controlled along a high speed pattern.

  Furthermore, another elevator control device according to the present invention provides a predetermined load that deviates to a rated load or a no-load side outside a predetermined balance load range including a balance load in which a load loaded on a car balances with a counterweight. In the case of a load in the unbalanced load range, a high speed pattern set to a speed higher than the normal speed is generated within the capacity range of the motor and other driving devices, and the motor is controlled along this high speed pattern. It is what you do.

Since this invention is comprised as mentioned above, there exist the following effects.
That is, the load loaded on the elevator car in which the car is suspended on one side of the main rope and the counterweight is suspended on the other side is within a predetermined equilibrium load region including the balance load that balances the counterweight. In the case of a load, in a series of ascending / descending operations of the car acceleration process, constant speed process and deceleration process, the motor outputs mechanical power to drive the car and act as a prime mover in the acceleration process, and the motor operates in the deceleration process. It is driven by mechanical power from the car side and acts as a generator. Here, the electric power that the electric motor receives from the power source side as a prime mover is larger than the electric power that is returned to the power source side as a generator, and the difference is power consumption. This power consumption is small when the ascending / descending speed is low and the acceleration / deceleration process is short, and increases when the ascending / descending speed is high and the acceleration / deceleration process is long.
Therefore, in the elevator control device according to the present invention, in the case of a load within a predetermined equilibrium load range including a balance load, and when the up-and-down distance to the next floor to be stopped is within a predetermined short-range range, it is set in advance. The electric motor is controlled by a low speed pattern generated at a lower speed than the regular speed pattern. For this reason, there is an effect that the acceleration / deceleration process is reduced to save energy.

Further, when the electric motor is controlled by the low speed pattern, the ascending / descending time becomes long. For this reason, in the case of an elevator control device that has a long lifting distance to the next stop floor, if the motor is simply controlled by a low speed pattern, it will increase in proportion to the time, such as excitation loss, due to the longer lifting time. The amount of power consumed increases on the contrary.
Therefore, when the load within the predetermined equilibrium load range and the lifting distance to the next floor to be stopped is within the predetermined short distance range, the motor is controlled by the low speed pattern and the lifting distance to the next stop floor is long. In the case of driving, the electric motor is controlled by a high speed pattern generated at a speed higher than the normal speed pattern. As a result, in an operation in which the ascending / descending stroke is high and the ascending / descending distance to the next stop floor is long, the operation efficiency can be improved and energy saving can be achieved. At least, an increase in energy consumption can be suppressed.

Further, the load of the elevator is remarkably fluctuated, and the electric motor has a margin in capacity except when the car loaded with the rated load is raised or when the unloaded car is lowered.
Therefore, when the load is within the balanced load range and the lift distance is within a predetermined short distance range, the motor is controlled by the low speed pattern, and the lift distance is adjusted within the unbalance load range outside the balanced load range. When the speed is equal to or greater than the distance at which the speed is obtained, the electric motor is controlled by a high speed pattern having a speed higher than the normal speed pattern within the capability of the driving device including the electric motor. For this reason, energy saving can be achieved in the balanced load region, and the operation efficiency can be improved in the unbalanced load region.

Embodiments of the present invention will be described below with reference to the drawings. In addition, in each figure, the same code | symbol is attached | subjected to the part which is the same or it corresponds, and duplication of description was omitted.
Embodiment 1 FIG.
1 to 17 show Embodiment 1 of the present invention. FIG. 1 is a block diagram showing the overall configuration of an elevator control device. In the figure, a car operation panel 3 is attached to a car 2 housed in the hoistway 1, and a car call specifying the destination floor of the car 2 is registered. The passenger 4 riding on the car 2 is weighed by the scale device 5 as the load C. A landing button 7 is attached to the landing 6, and a landing call for calling the car 2 is registered. Hereinafter, the reference numeral 6 is also used to refer to the floor.

The main rope 11 is wound around a hoisting machine 13 installed at the top of the hoistway 1, and the car 2 is suspended on the one hand and the counterweight 12 is suspended on the other hand. The hoisting machine 13 is driven by an electric motor 14. An encoder 16 is attached to the motor shaft 15 so as to detect the angular velocity, that is, the speed of the car 2. The car position calculation device 22 calculates the current position of the car 2 by accumulating the speed signals from the encoder 16.
When the car call or the hall call is registered, the next stop floor determination device 21 determines the next stop floor where the next call to be answered is registered. The ascending / descending distance calculation device 23 calculates the present position of the car 2 and the ascending / descending distance to the next stop floor. The load torque calculation device 24 calculates the load torque TL from the measurement value of the scale device 5 and the operation direction.

The speed pattern generation device 25 normally outputs a preset normal speed pattern, and a predetermined balance load including a balance load (Co / 2) at which the load C of the car 2 balances with the counterweight 12. When the load is within the region and the ascending / descending distance to the next floor to be stopped is within a predetermined short distance region, a low speed pattern having a constant speed lower than the normal speed pattern is generated. Further, in a range outside the above range, the high speed pattern is generated by increasing the speed.
The inverter control device 26 controls the inverter device 27 based on the load torque TL, the speed pattern or the low speed pattern, and the speed feedback signal. The inverter device 27 is supplied with electric power from the power source 28 and energizes the electric motor 14 to drive the hoisting machine 13.

Hereinafter, the transfer of energy between the electric motor 14 and the car 2 will be described with reference to FIGS.
FIG. 2 is an explanatory diagram showing the operation principle of the elevator. The sheave diameter of the hoisting machine 13 around which the main rope 11 is wound is D (m), the car's own weight is W (kg), and the load of the car 2 is C (kg). Assume that the rated load of the car 2 is Co (kg), the total weight of the car 2 combined with its own weight W and the load C is M (kg), and the weight of the counterweight 12 is m (kg). Here, the counterweight weight m is set to m = W + (Co / 2). Therefore, the car 2 is balanced with the counterweight 12 when the load C = {(rated load Co) / 2}. The electric motor shaft 15 is connected to the hoisting machine 13 through a speed reducer 15a, and its reduction ratio is R. Therefore, when the motor shaft 15 rotates R, the sheave of the hoisting machine 13 rotates once. The angular velocity of the electric motor shaft 15 is ω (rad / s), and the moment of inertia in the electric motor shaft 15 is J (kg · m ² ). The torque generated by the motor 14 in the motor shaft 15 is T (kg · m), the load torque converted to the motor shaft 15 is TL (kg · m), and the acceleration / deceleration torque is Ta (kg · m). As shown in FIG.
Load torque TL = (1 / R). (D / 2). {C- (Co / 2)}
Acceleration / deceleration torque Ta = J · (dω / dt)
Electric motor torque T = TL + Ta
It becomes.

FIG. 3 is an explanatory diagram showing the relationship between the load C and the load torque TL. When the load C of the car 2 is C = {(rated load Co) / 2}, the car total weight M = the counterweight weight m and the load torque TL = 0. When the loading load C <{(rated load Co) / 2}, the total car weight M <the counterweight weight m. For this reason, the load torque TL is “−” in the ascending operation, and “+” in the descending operation.
Conversely, when the load C> {(rated load Co) / 2}, the total car weight M> the counterweight weight m. For this reason, the load torque TL becomes “+” in the ascending operation and becomes “−” in the descending operation.

FIG. 4 is an explanatory diagram showing the output P in the motor shaft 15 as the car 2 is raised and lowered. FIG. 4A shows the raising and lowering speed of the car 2 as an angular velocity ω. That is, the car 2 starts at time t1 and accelerates with a constant angular acceleration α. The rated angular velocity ωo is reached at time t2, deceleration starts at time t3, and stops at time t4. The absolute value of the deceleration is assumed to be equal to the acceleration value α.
FIG. 4B shows outputs P1 to P3 of the motor shaft 15 in the acceleration region, the constant speed region, and the deceleration region shown in FIG. That is,
(1) Acceleration range (t1-t2)
The motor shaft 15 is accelerated at a constant angular acceleration dω / dt = α, and the angular velocity ω = α · (t−t1). Since the motor shaft torque T = (TL + Ta), the output P1 at the motor shaft 15 is P1 = g · ω · T = g · ω · (TL + Ta).
(2) Constant speed range (t2-t3)
Since the angular velocity ω = ωo of the motor shaft 15 is constant, the angular acceleration dω / dt = 0 and Ta = 0. Therefore, the motor shaft torque T = TL, and the output P2 at the motor shaft 15 is output P2 = g · ωo · TL.
(3) Deceleration range (t3 to t4)
The electric motor shaft 15 decelerates at a constant angular deceleration dω / dt = −α, resulting in an angular velocity ω = ωo−α · (t−t3). Since the motor shaft torque T = (TL−Ta), the output P3 in the motor shaft 15 is P3 = g · ω · T = g · ω · (TL−Ta).

FIG. 5 is an explanatory diagram showing the relationship between the input Pe supplied from the power supply 28 side to the inverter device 27 and the mechanical output P output from the electric motor 14 via the inverter device 27. . That is, the total efficiency in the forward direction including the inverter device 27 when the electric motor 14 is powered is γ, and conversely, the electric motor 14 regenerates electric power and returns the electric power to the power supply 28 side through the inverter device 27. Let the total reverse efficiency be β.
In the power running operation, the input Pe to the inverter device 27 is Pe = (P / γ). Conversely, in regenerative operation, Pe = (P · β) is returned from the inverter device 27 to the power supply 28 side.

6 to 9 are explanatory diagrams showing the amount of power input from the power supply 28 to the inverter device 27 with respect to various loading loads C. FIG.
FIG. 6 is an explanatory diagram showing the input Pe, the output P, and the electric energy EI when (load torque TL) ≧ (acceleration / deceleration torque Ta).
I. In the case of (load torque TL) ≧ (acceleration / deceleration torque Ta), power running operation is performed in each process of acceleration, constant speed, and deceleration.
Accordingly, the angular velocity ω, the input Pe, and the output P change as shown in FIG. 6A, and the relational expression shown in FIG. That is,
(1) In the acceleration range (t1 to t2), the input electric energy EI1 (W · hour) is
EI1 = ∫ (P1 / γ) dt = g · {(TL + Ta) / γ} · θ1 (I-1)
However, it is set as the rotation angle (rad) of the motor shaft 15 in (theta) 1: acceleration area (t1-t2).
(2) In the constant speed range (t2 to t3), the input electric energy EI2 (W · hour) is
EI2 = ∫ (P2 / γ) dt = g · (TL / γ) · θ2 (I-2)
However, θ2 is the rotation angle (rad) of the motor shaft 15 in the acceleration range (t2 to t3).
(3) In the deceleration range (t3 to t4), the input electric energy EI3 (W · hour) is
EI3 = ∫ (P3 / γ) dt = g · {(TL−Ta) / γ} · θ3 (I-3)
(4) In the entire region (t1 to t4), the input electric energy EI (W · hour) is: acceleration time (t2−t1) = deceleration time (t4−t3), rotation angle θ1 during acceleration θ = rotation angle during deceleration As θ3
EI = EI1 + EI2 + EI3 = (g / γ) · (2 · θ1 + θ2) · TL (I-4)

FIG. 7 is an explanatory diagram showing the input Pe, output P, and electric energy EII when (load torque TL) <− (acceleration / deceleration torque Ta).
II. In the case of (load torque TL) <− (acceleration / deceleration torque Ta), the regenerative operation is performed in all of the acceleration, constant speed, and deceleration processes. Here, the regenerative operation refers to an operation in which the electric motor 14 is driven by receiving mechanical power from the hoisting machine side to act as a generator, and includes an operation in which electric power is returned to the power supply 28 side. This includes driving that is consumed without being returned.
Accordingly, the angular velocity ω, the input Pe, and the output P change as shown in FIG. 7A, and the relational expression shown in FIG. 7B is established. That is,
(1) In the acceleration range (t1 to t2), the input electric energy EII1 (W · hour) is
EII1 = ∫ (P1 · β) dt = g · (TL + Ta) · β · θ1 (II-1)
However, it is set as the rotation angle (rad) of the motor shaft 15 in (theta) 1: acceleration area (t1-t2).
(2) In the constant speed range (t2 to t3), the input electric energy EII2 (W · hour) is
EII2 = ∫ (P2 · β) dt = g · TL · β · θ2 (II-2)
However, θ2 is the rotation angle (rad) of the motor shaft 15 in the acceleration range (t2 to t3).
(3) In the constant speed range (t3 to t4), the input electric energy EII3 (W · hour) is
EII3 = ∫ (P3 · β) dt = g · (TL-Ta) · β · θ3 (II-3)
(4) In the entire region (t1 to t4), the input electric energy EII (W · hour) is set as the rotation angle θ1 = the rotation angle θ3.
EII = EII1 + EII2 + EII3 = g · β · (2 · θ1 + θ2) · TL (II-4)

FIG. 8 is an explanatory diagram showing the input Pe, the output P, and the electric energy EIII when (acceleration / deceleration torque Ta)> (load torque TL) ≧ 0.
III. When (acceleration / deceleration torque Ta)> (load torque TL) ≧ 0, power running operation is performed at acceleration and constant speed, and regenerative operation is performed at deceleration. Accordingly, the angular velocity ω, the input Pe, and the output P change as shown in FIG. 8A, and the relational expression shown in FIG. That is,
(1) In the acceleration range (t1 to t2), the input electric energy EIII1 (W · hour) is
EIII1 = EI1 = g · {(TL + Ta) / γ} · θ1 (III-1)
(2) In the constant speed range (t2 to t3), the input electric energy EIII2 (W · hour) is
EIII2 = EI2 = g · (TL / γ) · θ2 (III-2)
(3) In the constant speed range (t3 to t4), the input electric energy EIII3 (W · hour) is
EIII3 = EII3 = g · (TL-Ta) · β · θ3 (III-3)
(4) In the entire region (t1 to t4), the input electric energy EIII (W · hour) is set as the rotation angle θ1 = the rotation angle θ3.
EIII = EIII1 + EIII2 + EIII3
= G · TL · {(θ1 + θ2) / γ + β · θ1} + g · Ta · θ1 · (1 / γ-β) (III-4)

FIG. 9 is an explanatory diagram showing the input Pe, the output P, and the electric energy EIV when (acceleration / deceleration torque−Ta) ≦ (load torque TL) <0.
IV. When (acceleration / deceleration torque−Ta) ≦ (load torque TL) <0, power running is performed for acceleration, and regenerative operation is performed for constant speed and deceleration. Accordingly, the angular velocity ω, the input Pe, and the output P change as shown in FIG. 9A, and the relational expression shown in FIG. 9B is established. That is,
(1) In the acceleration range (t1 to t2), the input electric energy EIV1 (W · hour) is
EIV1 = EI1 = g · {(TL + Ta) / γ} · θ1 (IV-1)
(2) In the constant speed range (t2 to t3), the input electric energy EIV2 (W · hour) is
EIV2 = EII2 = g · TL · β · θ2 (IV-2)
(3) In the constant speed range (t3 to t4), the input electric energy EIV3 (W · hour) is
EIV3 = EII3 = g · (TL-Ta) · β · θ3 (IV-3)
(4) In the entire region (t1 to t4), the input electric energy EIV (W · hour) is expressed as: rotation angle θ1 = rotation angle θ3
EIV = EIV1 + EIV2 + EIV3
= G · TL · {θ1 / γ + β · (θ1 + θ2}} + g · Ta · θ1 · (1 / γ-β) (IV-4)

FIG. 10 is an explanatory diagram showing the relationship between the load torque TL and the input electric energy E. As shown in FIG. That is, the calculation results shown in FIGS. 6 to 9 are summarized.
When (load torque TL) ≧ (acceleration / deceleration torque Ta),
EI = (g / γ) · (2 · θ1 + θ2) · TL (I-4)
When (load torque TL) <− (acceleration / deceleration torque Ta),
EII = g · β · (2 · θ1 + θ2) · TL (II-4)
When (acceleration / deceleration torque Ta)> (load torque TL) ≧ 0,
EIII = g · TL · {(θ1 + θ2) / γ + β · θ1} + g · Ta · θ1 · (1 / γ−β) (III-4)
When (acceleration / deceleration torque−Ta) ≦ (load torque TL) <0,
EIV = g · TL · {θ1 / γ + β · (θ1 + θ2}} + g · Ta · θ1 · (1 / γ-β) (IV-4)

FIG. 11 is an explanatory diagram showing the input electric energy E ′ per operation when the maximum speed, that is, the constant speed ωo is decreased to (ωo / n) and the same lift distance is operated.
FIG. 11A is a diagram comparing the case where the constant speed is set to ωo and the case where the constant speed is reduced to (ωo / n). Assuming that the rotation angle from the time when the acceleration / deceleration is the same value and is constant and the angular velocity reaches 0 to the constant velocity ωo is θ1, the rotation angle θ1 ′ until the angular velocity reaches 0 to the constant velocity (ωo / n) is the θ1' = θ1 / ^{n 2.} If the rotation angle of the section moving up and down at a constant speed ωo is θ2, and the rotation angle of the section moving up and down at a constant speed (ωo / n) is θ2 ′, the rotation angles of all the sections per operation are equal to each other (2. θ1 + θ2) = (2 · θ1 ′ + θ2 ′). Therefore, the rotation angle θ2 ′ = θ2 + 2 · θ1 (1-1 / n ² ).
FIG. 11B shows the relationship between the load torque TL and the input electric energy E ′ when the constant speed is reduced to (ωo / n).
I. When (load torque TL) ≧ (acceleration / deceleration torque Ta), the input electric energy E ′ = EI,
EI ′ = (g / γ) · (2 · θ1 + θ2) · TL (I′-4)
II. When (load torque TL) <− (acceleration / deceleration torque Ta), the input electric energy EII ′ = EII,
EII ′ = g · β · (2 · θ1 + θ2) · TL (II′-4)
III. When (acceleration / deceleration torque Ta)> (load torque TL) ≧ 0,
EIII ′ = g · TL · {(2 · θ1 + θ2) / γ + (θ1 / n ² ) · (1 / γ−β)} + g · Ta · (θ1 / n ² ) · (1 / γ−β) (III'-4)
IV. When (acceleration / deceleration torque−Ta) ≦ (load torque TL) <0,
EIV ′ = g · TL · {(2 · θ1 + θ2) · β + (θ1 / n ² ) · (1 / γ−β)} + g · Ta · (θ1 / n ² ) · (1 / γ−β) (IV'-4)

  FIG. 12 is an explanatory diagram showing the input electric energy E ′ when the load torque TL and the constant speed are reduced from ωo to (ωo / n). Comparing the amount of electric power E ′ when the same raising / lowering distance is operated with the amount of electric power E when the raising / lowering speed is ωo, the load torque TL is in a range on the + side of the acceleration / deceleration torque Ta, or (−Ta). In the range on the minus side, both electric power amounts E ′ and E are the same value. When the load torque TL is within the range of the acceleration / deceleration torque Ta and (−Ta), the electric energy E ′ is smaller than the electric energy E, and the difference becomes maximum when the balance load is applied.

FIG. 13 is an explanatory diagram showing a difference ΔE between the power amount E of the lifting speed ωo and the power amount E ′ of the lifting speed (ωo / n) when the same lifting section is operated once. The difference ΔE is maximized when the balance load is applied.
ΔE = (1-1 / n ² ) · g · Ta · θ1 · (1 / γ-β)
It becomes.
That is, when (acceleration / deceleration torque−Ta) ≦ (load torque TL) <(acceleration / deceleration torque Ta), in the acceleration process, the motor 14 outputs mechanical power to drive the car 2 to act as a prime mover, In the deceleration process, the electric motor 14 is driven by mechanical power from the car 2 side and acts as a generator. Here, the electric power that the electric motor 14 receives from the power supply 28 as a prime mover is larger than the electric power that is returned to the power supply 28 as a generator, and the difference is power consumption. This power consumption is small when the ascending / descending speed ωo is low (ωo / n) and the acceleration / deceleration process is short, and increases when the ascending / descending speed ωo is high and the acceleration / deceleration process is long. Means that.

FIG. 14 is an explanatory diagram showing a power amount difference ΔE ′ that takes into account a loss Lo (W · hour) proportional to the operating time, such as an excitation loss of the motor 14, with respect to the power amount difference ΔE shown in FIG. is there. The loss Lo increases as the elevating speed ωo decreases and the operation time is prolonged. Therefore, when the load torque TL is near the acceleration / deceleration torque Ta or near (−Ta), specifically, when the load weight C is close to the rated load Co or no load, the lifting speed is reduced. However, the amount of power consumption increases on the contrary due to the longer lifting time.
According to FIG. 14, when the loss is Lo, the load torque TL indicates that energy can be saved within the range of the load torque Tx and the load torque −Tx. Here, the load torque Tx is smaller than the acceleration / deceleration torque Ta. Since the loss Lo is related to the ascending / descending time, as the ascending / descending distance increases, the load torque Tx further decreases, and the range in which energy can be saved by decreasing the ascending / descending speed ωo is narrowed, and the ascending / descending distance is not less than a predetermined value. Then, even within the equilibrium load range, the power consumption increases.

From the above considerations, the following became clear. That is,
1. The difference between the input power amount E when the lifting speed is ωo and when it is reduced to (ωo / n) has a short lifting distance and a large vicinity of the balance load, and there is room for energy saving. However, as the lifting distance becomes longer, the energy saving effect decreases due to the longer operation time by lowering the lifting speed ωo. When the lifting distance exceeds a predetermined value, the power consumption is increased by decreasing the lifting speed ωo, and energy saving cannot be achieved.
2. In the unbalanced load range where the loaded load C is unloaded or biased toward the rated load Co, the difference in the input electric energy E between the lifting speed ωo and the decrease to (ωo / n) is very small. As the distance increases, the power consumption increases.
3. Therefore, in order to save energy by reducing the lifting speed ωo, it is necessary to consider both the load C and the lifting distance.
Specific examples of energy saving based on the above items are shown below.

FIGS. 15 to 17 show specific examples of energy saving and operational efficiency improvement by changing the lifting speed ωo.
FIG. 15 is a block diagram showing an elevator control circuit. A bus line 32 is connected to the CPU 31. Connected to the bus line 32 are a ROM 33 in which various programs are stored, a ROM 34 in which fixed data is stored, a RAM 35 in which temporary data is stored, and an input / output device 36.
The car position calculation program 33 a stored in the ROM 33 calculates the current position of the car 2 by integrating the signals of the encoder 16 taken in via the input / output device 36. The load torque calculation program 33b calculates the load C of the car 2 from the signal of the scale device 5 taken in via the input / output device 36, and further calculates the load torque TL according to the driving direction. Details of the speed pattern generation program 33c and the command speed setting program 33d are shown in FIG. The operation control program 33e includes a call registration program for detecting a call generated by the operation of the car operation panel 3 or the landing button 7 and registering it in the call registration memory 35a, and a call that responds next from the registered calls. Next stop floor determination program that selects and determines the next stop floor, an operation direction determination program that determines the operation direction from the position of the next floor to stop, a door open / close command program, and a start command program that activates the motor 14 Is stored.

In the ROM 34, each floor position data memory 34 a in which the position of the landing 6 on each floor is recorded, and as shown in FIG. 16, a constant speed when the motor 14 has finished accelerating, both the loading load C and the lifting distance. The constant speed memories 34b set in advance based on the relations are stored respectively.
The RAM 35 stores a call registration memory 35a in which calls detected by the call registration program are registered, and a speed pattern memory 35b in which a speed pattern generated by the speed pattern generation program 33c is recorded.
The input / output device 36 receives a speed signal from the encoder 16, a call signal from the landing button 7 and the car operation panel 3, and a load signal from the scale device 5. Further, the load torque signal calculated by the load torque calculation program 33b and the command speed signal by the command speed setting program 33d are output and sent to the inverter control device 26. The inverter control device 26 controls the inverter device based on the load torque signal and the command speed signal together with the speed feedback signal from the encoder 16.

FIG. 16 shows a constant speed table written in the constant speed memory 34b. That is, the constant speed of the normal speed pattern is set to a normal speed of 60 m / min, which is the rated speed, and the constant speed of the elevator set according to the lifting distance and the load C is shown.
Here, it is assumed that the rated load Co is 100%, the balance load Co / 2 is 50%, and the no load that is not loaded on the car 2 is 0%.
The rated load Co refers to the load C of the car 2 that is guaranteed to run at a regular speed of 60 m / min.
In addition, when the normal speed is 60 m / min, the normal speed is reached with a lifting distance of about 2 m. Therefore, in FIG. 16, the elevation distance is set to 0 m, but in reality, the minimum value is about 2 m.
A speed pattern is generated based on the constant speed, a predetermined acceleration and deceleration determined in consideration of the riding comfort, and a lift distance.

1. Low speed driving range V1
In the range where the ascending / descending distance is 4 m or less, the range where the loaded load is 25% to 75% is set as a predetermined equilibrium load region including the balance load Co / 2. Within this equilibrium load range, the constant speed is set to 45 m / min, which is lower than the normal speed 60 m / min, and a low speed pattern is generated based on the constant speed 45 m / min, thereby moving up and down to save energy.
When the lifting distance is in the range of 4m to 7m, the load load in the range of 37.5% to 62.5% is set as the predetermined equilibrium load range including the balance load Co / 2, and the constant speed is set to 45m / min. To save energy. As shown in FIG. 14, as the ascending / descending distance becomes longer, the loss Lo increases, and the equilibrium load region where energy saving can be achieved becomes narrower.

2. Regular speed driving range V2
In the case of ascending operation, the load load C is in the range of 75% to 100% as the rated load range. Here, since the balance load is set to 50%, in the case of the descending operation, the range where the load load C is 0% to 25% is the rated load range. In the rated load range, it is a power running operation, and an operation at a normal speed of 60 m / min is guaranteed for the drive device including the electric motor 14.

3. High speed driving range V3
When the lifting distance is in the range of 4 m to 7 m, the equilibrium load range where energy saving can be achieved is narrowed and is in the range of 37.5% to 62.5%. Therefore, the unbalanced load region is defined between the balanced load region and the rated load region, that is, the range of 25% to 37.5% and the range of 62.5% to 75%. In this unbalanced load region, a light load is applied to the drive device including the electric motor 14, and a high speed operation of 90 m / min is possible by increasing the constant speed from the normal speed. By increasing the speed and shortening the operation time, the increase in power consumption is suppressed and the operation efficiency is increased.

4). High speed driving range V4
This range is a range including a balance load and is a light load on the motor 14. Therefore, it is a high-speed driving range in which driving speed can be increased to increase driving efficiency. That is, in the range where the lift distance exceeds 7 m, if the speed is lowered, the operation time becomes longer and the loss Lo shown in FIG. 14 increases, so that energy saving cannot be achieved. When the load C including the balance load (load C = 50%) is in the range of 25% to 75%, it is a light load for the drive unit including the electric motor 14, and the constant speed is increased to 90 m / min. This makes it possible to suppress an increase in power consumption and to increase the driving efficiency.

5. Regenerative operation area V5
This range is the regenerative operation area. That is, in the range that overlaps with the rated load range, the regenerative operation is performed as shown in FIG. 5 when the load operation is performed when the load C is lowered from 75% to 100% and when the operation is increased from 0% to 25%. It becomes. The regenerative operation is a light load for the drive device including the electric motor 14 as compared with the power running operation of the V2, and the ascending / descending speed can be increased accordingly. By increasing the speed and shortening the operation time, the increase in power consumption is suppressed and the operation efficiency is increased.

6). Regenerative operation area V6
Similar to V5 above, it is in the regenerative operation area, but the speed cannot be increased due to the short ascent distance. For this reason, it was kept at a regular speed of 60 m / min and distinguished from the regenerative operation area V5.
As described above, a speed pattern is generated based on the constant speed set by the load C and the lifting distance, the predetermined acceleration and deceleration determined in consideration of the riding comfort, and the lifting distance.

FIG. 17 is a flowchart showing the contents of the speed pattern generation program 33c.
In step S11, the presence / absence of registration of a hall call or a car call is checked. When the call is registered, the process proceeds to step S12, and the next stop floor 6 corresponding to the call to be answered is determined. When the next stop floor 6 is determined, the driving direction of the car 2 is determined. In step S13, the lift distance is calculated based on the current position of the car 2 calculated by the car position calculation program 33a and the position data of the next stop floor 6 read from each floor position data 34a. In step S14, the process waits for the door closing to be completed and proceeds to step S15. When the door is closed, boarding / exit is completed and the load C of the car 2 is determined. In step S15, the load torque TL is calculated based on the determined load overload C and the driving direction based on the load torque calculation program 33b.

In step S16, the corresponding constant speed is read from the constant speed memory 34b based on the lifting distance, the load C, and the driving direction. Next, a speed pattern is generated based on the constant speed, predetermined acceleration, deceleration, and lift distance read in step S17, and stored in the speed pattern memory 35b. The acceleration / deceleration has the same value as that of the normal speed pattern, and a default value is used. When a start command is issued in step S18, the remaining distance to the next stop floor is calculated in step S19. This remaining distance calculation is the same as the elevation distance calculation in step S13. In step S <b> 20, the speed corresponding to the remaining distance is read from the speed pattern and commanded to the inverter control device 26 via the input / output device 36. In step S21, it is checked whether or not the destination floor 6 has been reached. Specifically, it is checked whether the remaining distance is within an allowable range with respect to the position data of the next stop floor 6. If the allowable range has not been reached, it is determined that it has not yet arrived, and the process returns to step S19 to repeat the process. When it reaches the target floor 6, the process is terminated.
Next time, based on a command from a management program (not shown), the process is restarted from step S11.
Step S11 to step S17 are the speed pattern generation program 33c, and step S19 to step S21 are the command speed setting program 33d.

  As described in the first embodiment, the load loaded on the car 2 of the elevator in which the car 2 is suspended on one side of the main rope 11 and the counterweight 12 is suspended on the other side is the counterweight 12. In the case of a load in an equilibrium load range including a balance load that balances with the car 2, in a series of ascending / descending operations such as an acceleration process, a constant speed process, and a deceleration process of the car 2, the motor 14 outputs mechanical power in the acceleration process to output the car 2 To act as a prime mover, and in the deceleration process, the motor 14 is driven by mechanical power from the car 2 side to act as a generator. Here, the amount of power that the motor 14 receives from the power supply 28 as a prime mover is larger than the amount of power that is returned to the power supply 28 as a generator, and the difference is the amount of power consumption. This power consumption is small when the ascending / descending speed is low and the acceleration / deceleration process is short, and increases when the ascending / descending speed is high and the acceleration / deceleration process is long.

Further, the operation time is prolonged by operating according to the low speed pattern. For this reason, in the case of an elevator with a long ascending / descending distance to the next stop floor, if the motor 14 is simply controlled by the low-speed pattern, the loss increases in proportion to the time, such as the excitation loss due to the prolonged operation time. As a result, the amount of power consumption increases.
Therefore, when the ascending / descending distance is long, it is preferable to increase the speed within the capacity range of the drive device including the electric motor 14 from the viewpoint of improving the operation efficiency and suppressing the increase in power consumption. In general, in the case of a load in an equilibrium load region where the load torque is small, it is normal that there is no problem in the capacity of the drive device even if the lifting speed is increased. In particular, since a synchronous motor using a permanent magnet for the rotor has been adopted as the motor 14 instead of the induction motor recently, there is no decrease in magnetic flux (weakening magnetic flux) even if the elevation speed is increased. Therefore, in the case of a load within the equilibrium load range, the lifting speed can be increased by increasing the motor current as the load torque is small.

Furthermore, the regenerative operation is performed in the range of the regenerative operation region V5, that is, when the descending operation is performed when the load C is 75% to 100% and when the ascending operation is performed at 0% to 25%. As shown in FIG. 5, in the regenerative operation, power is returned to the power source 28 under the reverse efficiency β. The electric power for raising and lowering the same loaded load C by powering operation is supplied from the power source 28 under efficiency γ. That is, since the regenerative power is smaller than the power for powering operation, the power of the driving device including the motor 14 is increased. There is room. The speed can be increased within this margin range. For this reason, in the regenerative operation area V5, it can be set higher than the normal speed of 60 m / min.
However, when the load is lowered when the load C is near 100%, or when the load is raised near 0%, when the load is lowered when the load C is near 75%, or when the load is raised near 25%. There is less margin in the capacity of the drive device. Therefore, when the loading load C is between 87.5% and 100% or between 0% and 12.5%, the lifting speed is between 75% and 87.5% or 12.5%. The lowering speed is lower than 25%. In the range where energy saving cannot be achieved, the elevating speed was increased within the range close to the limit of the capacity of the driving device, and the driving efficiency was improved.

According to the first embodiment, the load loaded on the car 2 is a load within a predetermined equilibrium load region including the balance load (Co / 2) that balances with the counterweight 12, and then stops. When the ascending / descending distance to the floor is within a predetermined range, that is, in the low speed operation region V1, the motor 14 is controlled along a low speed pattern lower than a preset speed pattern. For this reason, when the load is within the balanced load region and the lifting distance is within a predetermined range, it is possible to save energy.
Moreover, since the driving | operation by a low speed pattern was limited to the case where the raising / lowering distance was in the predetermined range, the fall of driving efficiency can be suppressed.
Furthermore, when the lifting distance is long and energy saving cannot be achieved, the driving efficiency is increased within the capacity range of the driving device including the electric motor 14 so that the lifting speed is higher than the normal speed, so that the driving efficiency can be improved. .

Embodiment 2. FIG.
In the second embodiment, in addition to the conditions based on the load torque TL and the lifting distance, the motor is controlled in a low speed pattern when an operation signal is received from the outside, thereby saving energy and improving operating efficiency. It is.
18 and 19 show a second embodiment of the present invention.
FIG. 18 is a block diagram showing an elevator control circuit, in which a low-speed operation command switch 37 is added to FIG. The low-speed operation command switch 37 is a switch that is installed, for example, in a building management room 38 or the like and issues a command for low-speed operation only in the case of a short floor.
FIG. 19 is a flowchart showing the operation of the elevator control apparatus, and the same reference numerals as those in FIG. 17 indicate that the same processing is performed. That is, the process of steps S14a and S14b is added to the flowchart of FIG. 17, and steps S11 to S14 are the same as those in FIG.
When moving from step S14 to step S14a, it is checked whether the low-speed operation command switch 37 installed in the management room 38 is closed. If closed, the process proceeds to step S15, and the low speed operation is performed as described below with reference to FIG.
When the low speed operation command switch 37 is opened in step S14a, a normal speed pattern is generated in step S14b, and the process proceeds to step S18. Therefore, when the low-speed operation command switch 37 is opened, the low-speed operation is not performed even if the loaded load C and the lifting distance satisfy predetermined conditions.

According to the second embodiment, since the operation of the low-speed operation command switch 37 is weighted to the condition based on the load C and the lifting distance, for example, the low-speed operation is performed only when the traffic in the building is in a normal time zone. It can be made to be.
In particular, when it is necessary to maintain the driving efficiency, the low-speed operation command switch 37 is set in an emergency such as a time when traffic in the building peaks, such as morning and evening working hours or lunch hours, or evacuation operation. By opening the door, it is possible not to operate at a low speed even on a short floor and to operate according to a normal speed pattern.
For this reason, low-speed driving can be performed selectively in a timely manner in accordance with traffic conditions in the building.

Embodiment 3 FIG.
In this third embodiment, a development example for the first and second embodiments will be described.
Development example 1.
In the first embodiment, the regenerative power is returned to the power source 28. However, when the regenerative power is not returned, that is, when the reverse efficiency β = 0, the maximum is obtained under the condition of the load C and the lift distance. By reducing the speed, that is, the constant speed ωo to (ωo / n), energy saving can be achieved. That is, in FIG. 13, by setting the reverse efficiency β = 0, the difference ΔE in the electric energy becomes ΔE = (1-1 / n ² ) · g · Ta · θ1 / γ, and the consumption of energy can be suppressed. .

Development example 2.
In the first embodiment, the reduction gear 15a is provided. However, the same applies to an elevator control device that does not include the reduction gear 15a. Is reduced to (ωo / n), energy can be saved.

Development example 3.
In the second embodiment, the operation of the low speed operation command switch 37 is weighted to the conditions depending on the load C and the lifting distance so that the low speed operation is performed. However, when the low speed operation command switch 37 is changed, a predetermined time zone is reached. It may be a clock that operates and transmits a low-speed operation command signal.

Development example 4.
In the first and second embodiments, the speed pattern has a constant acceleration / deceleration.
However, the present invention is not limited to the case where the acceleration / deceleration is constant, and is not limited to the case where the acceleration and the deceleration have the same absolute value.
Further, as in the elevator control device disclosed in the above-mentioned Patent Document 1, it is within the range of the driving force allowed for the motor 14 by the loading load C and the up-and-down distance to the floor 6 to be stopped next, and the shortest. Even an elevator that uses a regular speed pattern as a speed pattern that reaches the next stop floor 6 in time can save energy. That is, after the normal speed pattern is generated once, the load C loaded on the car 2 is a load within a predetermined range including a balance load (Co / 2) that balances with the counterweight 12, When the ascending / descending distance to the floor 6 to be stopped is within a predetermined range, energy can be saved by reducing the constant speed of the generated regular speed pattern.

The block diagram which shows the structure of the control apparatus of the elevator in Embodiment 1 of this invention. The mechanical block diagram of the elevator in Embodiment 1 of this invention. Explanatory drawing which shows the relationship between the load C and load torque TL in Embodiment 1 of this invention. Explanatory drawing which shows the output P in the motor shaft 15 of the elevator in Embodiment 1 of this invention. Explanatory drawing which shows the relationship between the input Pe supplied from the power supply 28 side in Embodiment 1 of this invention, and the mechanical output P output from the electric motor 14. FIG. Explanatory drawing which shows the input Pe, the output P, and the electric energy E in the case of (load torque TL)> (acceleration / deceleration torque Ta) in Embodiment 1 of this invention. Explanatory drawing which shows the input Pe, the output P, and the electric energy E in the case of (load torque TL) <-(acceleration / deceleration torque Ta) in Embodiment 1 of this invention. Explanatory drawing which shows the input Pe, the output P, and the electric energy E in the case of (acceleration / deceleration torque Ta)> (load torque TL)> 0 in Embodiment 1 of this invention. Explanatory drawing which shows the input Pe, the output P, and the electric energy E in the case of (acceleration / deceleration torque-Ta) <(load torque TL) <0 in Embodiment 1 of this invention. The explanatory view showing the relation between load torque TL and input electric energy E in Embodiment 1 of this invention. FIG. 5 is an explanatory diagram showing an input electric energy E ′ per operation when the constant speed ωo is lowered to (ωo / n) in Embodiment 1 of the present invention. Explanatory drawing which shows the relationship between load torque TL and input electric energy E 'in Embodiment 1 of this invention. FIG. 6 is an explanatory diagram showing a difference ΔE between an electric energy E at an elevation speed ωo and an electric energy E ′ at an elevation speed (ωo / n) in Embodiment 1 of the present invention. FIG. 5 is an explanatory diagram showing a power amount difference ΔE ′ in consideration of a loss Lo (W · hour) in Embodiment 1 of the present invention. The block diagram of the control circuit of the elevator in Embodiment 1 of this invention. The figure which shows the content of the constant speed memory 34b in Embodiment 1 of this invention. The flowchart which shows the content of the speed pattern generation program 33c and the command speed setting program 33d in Embodiment 1 of this invention. The block diagram of the control circuit of the elevator in Embodiment 2 of this invention. The flowchart which shows the content of the speed pattern generation program and instruction | command speed setting program in Embodiment 2 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Hoistway, 2 Car, 3 Car operation panel, 4 Passenger, 5 Weighing device, 6 Landing place, 7 Landing button, 11 Main rope, 12 Counterweight, 13 Hoisting machine, 14 Electric motor, 15 Electric motor shaft, 15a Reduction gear , 16 Encoder, 21 Next stop floor determination device, 22 Car position calculation device, 23 Lift distance calculation device, 24 Load torque calculation device, 25 Speed pattern generation device, 26 Inverter control device, 27 Inverter device, 28 Power supply, 37 Low speed operation Command switch.

Claims (6)

An electric motor whose speed is controlled along a normal speed pattern for generating a normal speed set in advance, on a hoisting machine on which a main rope with a car suspended on one side and a counterweight suspended on the other is wound In the elevator control device that drives and lifts the car, the load loaded on the car is a load within a predetermined equilibrium load range including a balance load that balances the counterweight and then stops. A speed pattern generation device that generates a low speed pattern set to a speed lower than the normal speed when the ascending / descending distance to the floor is within a predetermined short distance range and controls the electric motor along the low speed pattern the provided, the predetermined equilibrium loading zone, based on the load torque, which is calculated from the operation direction of the load and the elevator loaded on the car, set to be narrower as the travel distance becomes longer Control device for an elevator, characterized in that the. An electric motor whose speed is controlled along a normal speed pattern for generating a normal speed set in advance, on a hoisting machine on which a main rope with a car suspended on one side and a counterweight suspended on the other is wound In the elevator control device that drives and lifts the car, the load loaded on the car is a load within a predetermined equilibrium load range including a balance load that balances the counterweight and then stops. When the ascending / descending distance to the floor is within a predetermined short distance range, a low speed pattern set to a speed lower than the normal speed is generated, the electric motor is controlled along the low speed pattern, and the car is When the loaded load is within the predetermined equilibrium load range and the distance to the next floor to stop is greater than the predetermined short range, the speed is higher than the normal speed. Set high speed To produce a pattern, comprising a speed pattern generator for controlling the electric motor along the speed pattern, the predetermined equilibrium load zone, which is calculated from the driving direction of the stacked load and the elevator to the car load An elevator control device that is set to become narrower as the lift distance becomes longer based on torque . An electric motor whose speed is controlled along a normal speed pattern for generating a normal speed set in advance, on a hoisting machine on which a main rope with a car suspended on one side and a counterweight suspended on the other is wound In the elevator control device that drives and lifts the car, the load loaded on the car is a load within a predetermined equilibrium load range including a balance load that balances the counterweight and then stops. If the ascending / descending distance to the floor is within a predetermined short distance range, a low speed pattern set to a speed lower than the normal speed is generated, the electric motor is controlled along the low speed pattern, and the predetermined speed is In the case of a load within a predetermined unbalanced load range that deviates from the balanced load range to the rated load or the no load side, a high speed pattern set at a speed higher than the normal speed is generated, and this high speed pattern is Along It comprises a speed pattern generator for controlling the electric motor, the predetermined equilibrium loading zone, based on the load torque, which is calculated from the operation direction of the load and the elevator loaded on the car, as the travel distance becomes longer narrow An elevator control device characterized by being set to be .   The elevator control device according to claim 2 or 3, wherein the high speed pattern is a high speed set within a capacity of a drive device including an electric motor and a device for controlling the electric motor.   When the speed pattern generation device receives a signal from an external operation device, the speed pattern generation device operates according to the load loaded on the car or the up-and-down distance to the next stop to generate a low-speed pattern or a high-speed pattern. The elevator control device according to any one of claims 1 to 3, wherein the motor is controlled.   6. The elevator control device according to claim 5, wherein the signal is a predetermined time zone signal instead of a signal from an external operating device.

Images