JP6464710B2 - Elevator door control system - Google Patents

Description

The present invention relates to a system for controlling a permanent magnet synchronous motor for driving an elevator door.

When a permanent magnet synchronous motor having a rotor with permanent magnets and a stator with armature windings is used as an electric motor for opening and closing the elevator car door, the torque output by the motor is accurately controlled. Therefore, it is necessary to accurately grasp the rotational position of the magnetic pole of the permanent magnet. As an estimation method of such a magnetic pole position (rotational position of the magnetic pole), a method applied to an electric motor for driving an elevator car up and down is described in Patent Document 1, and this method is applied to an elevator car door. It can also be used when opening and closing.

In this method, when the motor is controlled by the vector control method, a DC current having a constant current phase and current amplitude is applied to the armature winding as the phase of the d-axis current when starting the rotation of the motor. The current phase when applied is adopted. This method is appropriate because the magnetic pole is pulled by the magnetomotive force generated by the application of such a current, and the magnetic pole is constrained to the position of the mechanical angle corresponding to the current phase. This is because if the torque control of the electric motor is started as the phase, the subsequent torque control becomes accurate.

JP 2000-191248 A JP 2010-280495 A

However, even if such a method is applied to an electric motor for opening and closing a car door and the phase of the d-axis current is determined when the rotation of the electric motor is started, it is not necessarily accurate. Will occur. The cause is that a self-closing force acts on the landing door. As described in Patent Document 2, the self-closing force is a dedicated device (automatically provided) for automatically bringing the landing door to a fully closed state when no external force is applied to the landing door. This is a force generated from a closed device).

By the way, in the general elevator targeted by the present invention, when the car door is opened and closed due to the driving force of the motor being transmitted, if the car door and the landing door are engaged, the landing door is also opened and closed. Such a driving force transmission path (electric motor → car door → landing door) is traced in the reverse direction, and the self-closing force of the landing door by the self-closing device affects the motor through the car door. Therefore, when the magnetic pole position is fixed by the magnetomotive force generated by applying a direct current to the armature winding, the effect of the self-closing force appears, and the position of the fixed magnetic pole is displaced. .

If the phase of the d-axis current is not determined in consideration of such a magnetic pole position shift, torque control will not be accurate. Therefore, it is an object of the present invention to provide an elevator door control system that takes such problems into consideration. It was an issue.

The elevator door control system of the present invention has a car door, a rotor having a permanent magnet, and a stator having an armature winding, and the car door is opened and closed by the rotation of the rotor. A permanent magnet synchronous motor, a rotation angle measuring device for measuring a rotation angle of the rotor, a door control unit for passing a current through the armature winding to control the motor by a vector control method, and a car door In a system comprising a landing door that is engaged and opened and a self-closing device that is automatically closed when no external force acts on the landing door, the door control unit includes the car door and the car door. When the landing door is engaged, the operation state includes a magnetic pole position estimation mode and a normal operation mode. In the magnetic pole position estimation mode, a DC current having a predetermined phase is applied to the armature winding to When the position of the magnetic pole is fixed by the magnetomotive force generated by the calculation, the magnetic pole position is calculated based on the measurement by the rotation angle measuring instrument, and d when starting the rotation of the electric motor in the normal operation mode. The phase of the shaft current is determined based on the calculated magnetic pole position.

The configuration described above can be paraphrased as follows. That is, the door controller, which controls the permanent magnet synchronous motor, sets the phase of the d-axis current appropriately when starting the rotation of the motor in order to open and close the car door and the landing door in conjunction with each other in the normal operation mode. It is necessary to set to a correct value. Therefore, in the door control system for an elevator according to the present invention, the door control unit uses a rotation angle measuring device that measures the rotation angle of the rotor. In other words, the door control unit applies a direct current of a predetermined phase to the armature winding of the motor once it is separated from the normal operation mode and enters the magnetic pole position estimation mode in a state where the car door and the landing door are interlocked. When the magnetic pole position of the rotor is fixed by the magnetomotive force generated by, the magnetic pole position is calculated based on the measurement by the rotation angle measuring instrument. After returning to the normal operation mode, the phase of the d-axis current when starting the rotation of the electric motor is determined based on the calculated value.

In the elevator door control system of the present invention, the door control unit fixes the rotor magnetic pole position by the magnetomotive force generated by applying a direct current to the armature winding in a state where the car door and the landing door are interlocked. Sometimes, the magnetic pole position is calculated based on the measurement of the rotation angle measuring instrument, so that the d-axis current at the time of starting the rotation of the motor with the magnetic pole position reflecting the influence of the self-closing force on the landing door is reflected. The phase can be determined, and accurate torque control can be performed.

It is a section top view of the elevator concerning this embodiment. The presence and arrangement of the car door 3 and the landing door 1 are shown in a state of being engaged with each other. It is a side open type door. It is the whole external view which looked at the whole car in the elevator from the outside of a car. A mechanism for transmitting the driving force of the permanent magnet synchronous motor 41 to the car door 3 in relation to the car door 3 shown in FIG. It is the principal part enlarged view which looked at the self-closing apparatus in the elevator from the hoistway side. In relation to the landing door 1 shown in FIG. 1, a part centering on the self-closing device 14 that urges the landing door 1 is particularly shown. FIG. 3 is a view showing an end holding device 38 that is not shown in FIG. 2 in relation to the car door 3. It is the figure which expanded the principal part centering on the inclination part 38g of the guide rail 38e right end of FIG. And the case where it is in a door-closed holding state is shown. The case where it is not the door closed holding state as shown in FIG. 5 but the holding released state is shown. 4-6, when the car door 3 is located in the closed holding zone Z1 or the open holding zone Z2, the terminal holding device 38 is activated, and when the car door 3 is located in the holding release zone Z3, the state is not illustrated. . (A) is a schematic diagram explaining the transmission path of the self-closing force of the self-closing device when the car door is not located in the vicinity of the fully open position or in the vicinity of the fully closed position. (B) is a schematic diagram for explaining the transmission path of the holding force of the terminal holding device and the self-closing force of the self-closing device when the car door is located in the vicinity of the fully open position or in the vicinity of the fully closed position. It is a control block diagram of the door control part in the elevator. It is a figure which shows the flow in which three phases change in the magnetic pole position estimation control which a door control part implements. It is a sequence chart which shows the behavior of the magnetic pole position estimation part in a magnetic pole position confirmation phase. It is a sequence chart which shows the behavior of the magnetic pole position estimation part in a holding zone escape phase. It is a sequence chart which shows the behavior of the magnetic pole position estimation part in a magnetic pole position deviation measurement phase. It is a front view of the elevator in the case of not a side open type like FIG. 2, but a center open type.

One embodiment of an elevator door control system according to the present invention will be described below. First, the car door 3, the landing door 1, the door opening / closing device 4, the self-closing device 14, and the terminal holding device 38 are taken into consideration based on the description of FIG. 1 to FIG. We will describe each of them and the relationship between them.

<Linkage of car door and landing door>
As shown in FIG. 1, a landing door 1 is provided facing the landing, and a car door 3 is provided on a car 2. The car door 3 is provided with an engaging portion 31 that protrudes toward the landing door 1. The landing door 1 is provided with an engaged portion 11 protruding toward the car door 3 side. When the car 2 arrives at the landing position, the engaging portion 31 and the engaged portion 11 are engaged. Therefore, when the car door 3 is opened by the door opening / closing device 4 provided on the car 2 side, the landing is interlocked. Door 1 is also opened. Thereafter, when the car door 3 is closed by the door opening / closing device 4, the landing door 1 is also closed.

<Driving the car door by the door opening and closing device>
A mechanism for transmitting the driving force of the permanent magnet synchronous motor 41 constituting the door opening / closing device 4 to the car door 3 will be described with reference to FIG.

First, the permanent magnet synchronous motor 41, the drive pulley 42, the driven pulley 43, and the drive belt 44 provided in the door opening / closing device 4 will be described below. The fully closed position detection unit 39a and the fully open position detection unit 39b included in the door opening / closing device 4 will be described in the explanation of the terminal holding device 38. Further, the door control unit 45 and the encoder 46 included in the door opening / closing device 4 will be described after the description of the terminal holding device 38.

The permanent magnet synchronous motor 41 includes a rotor including a permanent magnet and a stator including an armature winding, and is disposed on one end side of the front surface of the upper frame 21. A drive pulley 42 is directly connected to the drive shaft of the rotor (referred to as direct drive). The driven pulley 43 is attached to the other end side of the front surface of the upper frame 21. The drive belt 44 is wound around the drive pulley 42 and the driven pulley 43. With such a configuration, if the drive shaft of the permanent magnet synchronous motor 41 rotates, the drive belt 44 circulates.

The elevator according to the present embodiment is a so-called side open type elevator in which the doorway of the car 2 opens from one end as shown in FIG. 2, and the pair of car doors 3f and the car door 3s move in the same direction. However, the car door 3f moves more than the car door 3s (the car door 3f is called “fast door” because it has a large amount of movement, that is, its moving speed is fast, This is called “slow door” because the movement amount is small, that is, the movement speed is slow.

The car door 3f is suspended from the door rail 33f via a door hanger 32f. A pair of rollers 34f and 34f are attached to the door hanger 32f, and these are mounted on the door rail 33f. Similarly, the car door 3s is also suspended from the door rail 33s via the door hanger 32s. A pair of rollers 34s and 34s are attached to the door hanger 32s, and these are mounted on the door rail 33s.

The car door 3f is connected to the drive belt 44 of the door opening and closing device 4 via a door hanger 32f and a connecting device 35f attached to the door hanger 32f. On the other hand, the car door 3s is connected to the car door 3f via a speed reduction mechanism 37 described later. Therefore, when the drive belt 44 circulates by the permanent magnet synchronous motor 41, the car door 3f moves along the door rail 33f via the door hanger 32f, and the car door 3s interlocks via the speed reduction mechanism 37, along the door rail 33s. It moves at half the speed of the cage door 3f.

The speed reduction mechanism 37 includes an arm 37a, a pair of speed reduction pulleys 37b and 37b, a speed reduction wire 37c, and a bracket 37d. The arm 37 a is attached to the door hanger 32 s and extends along the entrance direction of the car 2. The pair of reduction pulleys 37b and 37b are attached to one end side and the other end side of the arm 37a. The speed reduction wire 37c is wound around the pair of speed reduction pulleys 37b and 37b. A part of the deceleration wire 37c is fixed to the front surface of the upper frame 21 by a bracket 37d. The car door 3f is connected to the deceleration wire 37c via a connecting tool 35s attached to the door hanger 32f.

<Self-closing device for energizing the landing door>
As shown in FIG. 3, the landing door 1 is composed of a left fast door and a right slow door. The right throw door is suspended by a door hanger 12 placed on a door rail. In FIG. 3, the door hanger 12 is seen to be divided vertically by being blocked by a door rail on which a door hanger for suspending the left fast door is placed (the lower part is indicated by 13). The right end of the elastic body is connected to the left end of the door hanger 12 (the connecting portion is not visible because it is blocked by a door hanger that suspends the left fast door). The left end of the elastic body is connected to the left end of the upper frame 21. In this way, the door hanger 12, the elastic body, and the upper frame 21 are connected to constitute the self-closing device 14, and an urging force (referred to as a self-closing force) is applied to the landing door 1. By this urging force, when no external force is applied to the landing door 1, the urging force is automatically shifted to the fully closed position to keep the doorway closed.

As can be seen from the above description, when the car door 3 is opened and closed when the driving force of the permanent magnet synchronous motor 41 is transmitted, the landing door 1 is also opened and closed if the car door 3 and the landing door 1 are engaged. However, when the driving force transmission path (permanent magnet synchronous motor 41 → car door 3 → landing door 1) is traced in the reverse direction, the self-closing force of the landing door 1 by the self-closing device 14 is changed to the car door 3. Through this, the permanent magnet synchronous motor 41 is affected. This is schematically shown in FIG. 8A.

<Terminal holding device for energizing the car door and fully closed / fully opened position detecting unit>
The self-closing force applied to the landing door 1 acts over the entire stroke of the door (fully open position to fully closed position), but for the car door 3, only in the vicinity of the fully open position or in the vicinity of the fully closed position. There is power to act. The force is applied by the terminal holding device 38 shown in FIGS. That is, the terminal holding device 38 applies a force in the direction in which the car door 3 is opened (door opening direction) and holds the car door 3 in the fully open position, or applies a force in the direction in which the car door 3 is closed (door closing direction). Or hold it in the closed position.

The holding force of the car door 3 by the end holding device 38 also affects the permanent magnet synchronous motor 41 by following the driving force transmission path (permanent magnet synchronous motor 41 → the car door 3) in the reverse direction. This is schematically shown in FIG. 8B.

As shown in FIGS. 5 and 6, the terminal holding device 38 includes a base 38a, a roller 38b, a lever 38c, and an elastic portion 38d. The base 38a is fixed to the door hanger 32f. The roller 38b is rotatably abutted on the guide rail 38e supported by the upper frame 21, and travels on the guide rail 38e as the car door 3 moves. The lever 38c is pivotally supported by a shaft 38f provided on the base 38a. Since the elastic portion 38d pulls one end of the lever 38c downward with the shaft 38f as a fulcrum, a pressing force is generated from the roller 38b provided at the other end of the lever 38c toward the guide rail 38e.

As shown in FIG. 4, inclined portions 38g and 38h are provided at both ends of the guide rail 38e, and a flat portion 38i is provided between the inclined portion 38g and the inclined portion 38h.

When the roller 38b reaches the inclined portion 38g, the pressing force of the roller 38b has a horizontal component force, and the reaction from the guide rail 38e against the roller 38b causes the lever 38c, the shaft 38f, the base 38a, and the door hanger 32f. The car door 3 is guided toward the fully closed position. Similarly, when the roller 38b reaches the inclined portion 38h, the car door 3 is guided toward the fully open position.

As shown in FIG. 7, the guide rail 38e has a fully closed position P1 corresponding to a position where the car door 3 is closed until the doorway is completely closed, and a position where the car door 3 is opened until the doorway is completely opened. Is set to a fully open position P2. The car door 3 has a fully closed position detection unit 39a that outputs a fully closed position signal when the roller 38b reaches the fully closed position P1, and a fully open position that outputs a fully open position signal when the roller 38b reaches the fully open position P2. A position detector 39b is provided (not shown).

The boundary position between the inclined portion 38g and the flat portion 38i is referred to as a closed side holding release position P3, and the boundary position between the inclined portion 38h and the flat portion 38i is referred to as an open side holding release position P4. An area on the guide rail 38e between the fully closed position P1 and the closed side holding release position P3 is called a closed holding zone Z1, and is on the guide rail 38e between the fully opened position P2 and the open side holding release position P4. The region is called an open holding zone Z2, and the region on the guide rail 38e between the closed side holding release position P3 and the open side holding release position P4 is called a holding release zone Z3.

The car door 3, landing door 1, door opening / closing device 4, self-closing device 14, and terminal holding device 38 have been described above. Next, referring to FIGS. 9 to 13, the door opening / closing device 4. The door control unit 45 and the encoder 46 constituting the above will be described.

<Around and inside the door control unit>
The relationship between the elevator control device 5 and the door control unit 45 and the relationship between the door control unit 45, the permanent magnet synchronous motor 41, and the encoder 46 will be described with reference to FIG. The door control unit 45 receives a command to open the car door 3 (door opening command) or a command to close the door (door closing command) from the elevator control device 5 that manages and controls the entire operation of the elevator. Then, based on these commands, a required current is output to the armature winding of the permanent magnet synchronous motor 41, and the rotor is rotated in the door opening direction or the door closing direction.

When the door control unit 45 starts rotation control, the encoder 46 attached to the rotation shaft is used to confirm the magnetic pole position of the permanent magnet synchronous motor 41. The door control unit 45 also uses the encoder 46 in order to see whether the actual position and speed follow the target position and speed of the car door 3. The door control unit 45 further confirms whether the actual position of the car door 3 can be correctly recognized by the encoder 46, so that the fully closed position signal of the fully closed position detection unit 39a when the car door 3 reaches the fully closed position. And the fully open position signal of the fully open position detector 39b is used when the fully open position is reached.

Next, the inside of the door control unit 45 will be described with reference to FIG. The door control unit 45 includes a speed control unit 451, a current control unit 452, a power conversion unit 453, a current detection unit 454, and a magnetic pole position estimation unit 456, and functions as follows. The door control unit 45 also includes a simple counter 455, which will be described later.

The speed control unit 451 generates a current command value that follows the opening / closing speed pattern set by the speed control unit 451 and outputs the current command value to the current control unit 452. Note that vector control is adopted as a control method for the permanent magnet synchronous motor 41, and the current command value is composed of three elements (d-axis current phase, d-axis current amplitude, and q-axis current amplitude). The phase of the d-axis current becomes 0 degree because, for example, the current flowing through the U-phase winding is maximized among the U-phase winding, V-phase winding, and W-phase winding of the permanent magnet synchronous motor 41. It is defined that

The current control unit 452 compares the current command value with the current detection value fed back from the current detection unit 454, and commands the power conversion unit 453 with a voltage command value corresponding to the difference between the two. The power conversion unit 453 generates a variable voltage / variable frequency three-phase AC voltage according to the voltage command value, and drives the permanent magnet synchronous motor 41 at a variable speed. The current detection unit 454 detects the current flowing through the permanent magnet synchronous motor 41 and feeds it back to the current control unit 452.

The speed control unit 451 includes a magnetic pole position counter 451c and a correction information storage unit 451d. In determining the phase of the d-axis current when starting the rotation of the permanent magnet synchronous motor 41, the speed control unit 451 has the magnetic pole position information MP held by the magnetic pole position counter 451c and the correction information storage unit 451d. An addition value (MP + MPC) of correction information MPC to be used is used. These need to be calibrated under predetermined conditions and timing. The control for this is called “magnetic pole position estimation control”. The speed controller 451 also includes a door position counter 451a and a door speed counter 451b, which will be described in detail later together with the magnetic pole position counter 451c.

In the magnetic pole position estimation control, the speed control unit 451 generates a current command value that allows a constant phase DC current to flow through the permanent magnet synchronous motor 41. When a DC current having a constant phase flows through the permanent magnet synchronous motor 41, a magnetomotive force of that phase is generated, and the rotor rotates in an attempt to match the magnetic pole position to that phase. The constant phase is that the magnetic pole position estimation unit 456 designates a constant value for the phase of the d-axis current among the three elements of the current command value each time. The designation method will be described later together with the components of the magnetic pole position estimation unit 456 (the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b, and the magnetic pole information calculation unit 456c).

The other two elements (d-axis current amplitude and q-axis current amplitude) are determined to have the same value every time. The amplitude of the d-axis current is determined to be a constant value so that an operation in which the magnetic pole position matches the current phase is stably secured. The q-axis current amplitude is determined to be a zero value. These values are stored in the speed control unit 451.

<Encoder>
Here, the encoder 46 will be described. The encoder 46 will be described below using an example in which an incremental rotary encoder is applied. The encoder 46 outputs a number of pulse signals proportional to the amount of rotation (rotation angle) as the permanent magnet synchronous motor 41 rotates, and is an embodiment of the rotation angle measuring device in the present invention. ing. There are two types of pulse signals, A-phase pulse and B-phase pulse, which are output with a phase difference of 90 degrees. The rotation direction when the B-phase pulse is output 90 degrees behind the A-phase pulse is associated with the direction in which the car door 3 is opened, and the A-phase pulse is output 90 degrees behind the B-phase pulse. Will be described below with a system configuration in which the rotation direction is associated with the direction in which the car door 3 is closed. However, there is no technical problem even if the association is reversed.

The number of pulses output by the encoder 46 will be described below with an example in which the A-phase outputs 5400 pulses (the B-phase is also 5400 pulses) when the permanent magnet synchronous motor 41 rotates once. In this way, 5400 pulses are output by one rotation of the mechanical angle. However, the permanent magnet synchronous motor 41 employs a two-pole motor, and an example in which 5400 pulses are output even by one rotation of the electrical angle will be described below. . It should be noted that the present invention is not limited to two poles, and can be described in terms of an electrical angle converted by a relational expression of “mechanical angle ÷ half the number of poles = electrical angle” according to the number of poles.

<Simple counter>
The door controller 45 receives the pulse output from the encoder 46 by the simple counter 455 and holds it as the pulse count value N0. That is, the pulse count value N0 is counted up (added) or counted down (subtracted) when the A-phase pulse or the B-phase pulse from the encoder 46 rises or falls. For example, the counting method is as follows.

Counts up when the A-phase pulse rises when the B-phase pulse is low, when the A-phase pulse is high and when the B-phase pulse rises, or when the B-phase pulse is high and the A-phase pulse falls , When the B-phase pulse falls while the A-phase pulse is in the low state. Conversely, the countdown occurs when the A-phase pulse falls when the B-phase pulse is in the Low state, when the A-phase pulse is Low and the B-phase pulse rises, when the B-phase pulse is High and the A-phase pulse is when rises, is when the A-phase pulse B phase pulse falls in a High state.

<Each counter of speed controller>
Based on the pulse count value N0 held by the simple counter 455, each counter (the door position counter 451a, the door speed counter 451b, and the magnetic pole position counter 451c) of the speed control unit 451 holds the respective information as described below. ing.

While referring to the door position counter 451a, the speed control unit 451 sets an opening / closing speed pattern. The door position counter 451a holds door position information DP ′. Then, the pulse count value N0 of the simple counter 455 is read every fixed period ΔT, and a value ΔN0 obtained by subtracting the previously read value from the value read this time is added to the door position information DP ′ to obtain new door position information DP. Hold (DP ′ + ΔN0 = DP).

The speed control unit 451 receives a fully closed position signal from the fully closed position detection unit 39a when the car door 3 is in the fully closed position P1, and at that time, the door position information DP of the door position counter 451a is input. Is rewritten into the fully closed position information DPC corresponding to the fully closed position. Further, when the car door 3 is in the fully open position P2, a fully open position signal is input from the fully open position detecting unit 39b. At this time, the door position information DP of the door position counter 451a is set to the fully open position information corresponding to the fully open position. Rewrite to DPO.

The speed controller 451 generates a current command value while referring to the door speed counter 451b and the opening / closing speed pattern. The door speed counter 451b reads the pulse count value N0 of the simple counter 455 every fixed period ΔT, subtracts the value read last time from the value read this time, and divides the absolute value | ΔN0 | by the period ΔT. Stored as door speed information V (| ΔN0 | / ΔT = V).

With reference to the magnetic pole position counter 451c and the correction information storage unit 451d, the speed control unit 451 determines the d-axis phase when starting the rotation control of the permanent magnet synchronous motor 41. The magnetic pole position counter 451c holds magnetic pole position information MP ′. Then, the pulse count value N0 of the simple counter 455 is read every fixed period ΔT, and a value ΔN0 obtained by subtracting the value read last time from the value read this time is added to the magnetic pole position information MP ′ to obtain new magnetic pole position information MP. Hold (MP ′ + ΔN0 = MP).

However, when the magnetic pole position information MP is 5400 or more based on the output of 5400 pulses in one rotation of the electrical angle, the remainder obtained by subtracting 5400 is stored in the magnetic pole position counter 451c, and ranges from 0 to 5399. The value fluctuates at. In other words, when counting up from 0 and counting up immediately after reaching 5399, it returns to 0. Each count value that counts up from 0 and traces in one round returning to 0 is read as representing each angle traced when rounding from 0 degree to 0 degree (= 360 degrees) in electrical angle. Then, the count value and the angle can be converted by the formula “count value = 15 × angle”. The conversion factor of 15 is a value determined by the example of 5400 pulse output per rotation, but is generally represented by the symbol K.

<Start and completion of magnetic pole position estimation control>
Now, the magnetic pole position estimation control will be described in detail. Before that, signals exchanged between the elevator control device 5 and the door control unit 45 will be introduced. First, as a signal from the elevator control device 5 to the door control unit 45, a door opening command, a door closing command, and a magnetic pole position estimation command (respectively switched between ON and OFF). Next, as a signal from the door control unit 4 to the elevator control device 5, there is an operation state signal (switching between the normal operation mode and the magnetic pole position estimation mode) and a door normal signal (normal ON, abnormal OFF). is there.

When the door control unit 45 detects an abnormality, the elevator control device 5 determines that it is necessary to perform magnetic pole position estimation control. The door controller 45 detects an abnormality when an overcurrent (current output to the electric motor or internal circuit current), overspeed (motor rotational speed), or the like is detected. In this case, the door control unit 45 changes the door normal signal to the elevator control device 5 from the ON state to the OFF state, and accordingly, the elevator control device 5 determines that it is necessary to perform the magnetic pole position estimation control.

The reason for making such a determination is as follows. That is, there is a case in which “the state where the correspondence between the magnetic pole position of the permanent magnet synchronous motor 41 and the magnetic pole position counter 451c is deviated” may occur. If this is the case, the door control unit 4 may detect overcurrent, overspeed, or the like. Therefore, if such a state is corrected by performing the magnetic pole position estimation control, the abnormality detection may not recur, and it is meaningful to perform the magnetic pole position estimation control.

When it is determined that the magnetic pole position estimation control needs to be performed, the elevator control device 5 turns the magnetic pole position estimation command for the door control unit 45 from OFF to ON. At the same time, the door opening command or the door closing command for the door control unit 45 is also switched from OFF to ON.

In response to this, the door control unit 45 switches its own operation state from the “normal operation mode” to the “magnetic pole position estimation mode”. Then, this switching content is transmitted to the elevator control device 5 by an operation state signal. In the door controller 45, the magnetic pole position estimation control starts and proceeds in this magnetic pole position estimation mode.

When the magnetic pole position estimation control proceeds and is completed in the door control unit 45, the magnetic pole position estimation mode is switched to the normal operation mode, and in response to this, the elevator controller 5 turns off the magnetic pole position estimation command. However, the door opening command or the door closing command is kept ON, and the door opening control or the door closing control is started.

<Phase transition in magnetic pole position estimation mode>
During the execution of the magnetic pole position estimation control in the magnetic pole position estimation mode, three phases (the magnetic pole position confirmation phase, the holding zone escape phase, and the magnetic pole position deviation measurement phase) shift. The transition method varies depending on the position of the car door 3 when the door open command ON is received.

As shown in FIG. 10, when the position of the car door 3 when the door open command ON is received is the fully closed position P1, the magnetic pole position estimation control is performed in the magnetic pole position confirmation phase, the holding zone escape phase, the magnetic pole position deviation. It consists of three stages that transition in the order of measurement phase. The magnetic pole position information MP is rewritten at the end of the holding zone escape phase, and the correction information MPC is rewritten at the end of the magnetic pole position deviation measurement phase. Note that reaching such a result means that the magnetic pole position estimation control is completed.

In addition, when it is in the holding release zone Z3, the magnetic pole position estimation control is composed of two stages that transition in the order of the magnetic pole position confirmation phase and the magnetic pole position deviation measurement phase. The magnetic pole position information MP is rewritten at the end of the magnetic pole position confirmation phase, and the correction information MPC is rewritten at the end of the magnetic pole position deviation measurement phase. Note that reaching such a result means that the magnetic pole position estimation control is completed.

As described above, the position of the car door 3 when the door open command ON is received is either the fully closed position P1 or the holding release zone Z3. The reason is as follows. .

The position of the car door 3 is the fully closed position P1, the holding release zone Z3, or the fully open position P2. This is because, in the closed holding zone Z1 other than the fully closed position P1, the terminal holding device 38 operates and is moved to the fully closed position P1, and in the open holding zone Z2 other than the fully opened position P2, the terminal holding device 38 operates. This is because it is moved to the fully open position P2.

The position of the car door 3 when the elevator control device 5 issues a door open command ON is either the fully closed position P1 or the holding release zone Z3, and is not in the fully open position P2. This is because when the elevator control device 5 knows that the car door 3 is in the fully open position P2 by a signal from the fully open position detection unit 39b, it does not issue a door open command ON.

In the above, the case where the door “open” command ON is received as a trigger and the mode is shifted from the normal operation mode to the magnetic pole position estimation mode has been described. However, the case where the door “close” command ON is triggered is omitted. (The same applies to the following description). This is because, instead of receiving the door “open” command ON, the direction in which the car door 3 is moved is reversed or the position of the car door 3 is viewed in relation to the fully closed position P1 instead of being fully opened. This is because the contents are exactly the same except for the point P2.

The contents to be implemented in each of these phases (magnetic pole position confirmation phase, holding zone escape phase, magnetic pole position deviation measurement phase) will be described below.

<Magnetic pole position confirmation phase>
In the magnetic pole position confirmation phase, a direct current is passed through the permanent magnet synchronous motor 41 in one certain current phase. If this current phase and the magnetic pole position are different, the rotor rotates in an attempt to make the magnetic pole position almost coincident with this current phase, but if this rotation is detected, the difference between the current phase and the magnetic pole position is fundamental. It is determined that the problem has been resolved. However, if the magnetic pole position is almost identical to the current phase from the beginning, the rotor does not rotate, so it is detected by rotating the rotor by commanding another current phase. Then, it is determined that the difference between the current phase and the magnetic pole position is basically eliminated (step S1).

The magnetic pole position information MP is rewritten with the current phase when it is determined that the difference between the current phase and the magnetic pole position is basically eliminated. Only when the position of the car door 3 at that time is within the holding release zone Z3 ("holding release zone Z3" is selected in step S2), the operation is performed (step S4). If it is the fully closed position P1 ("fully closed position P1" is selected in step S2), it is rewritten at the end of the next holding zone escape phase (steps S3 and S4).

It should be noted that several current phases are tried until the rotation is detected, but such a current phase set is a current phase in which rotation always occurs at any current phase in the set. What is necessary is just to be comprised. When these current phases are switched, the speed control unit 451 continuously outputs a current command value so that the current is not interrupted.

<Retention zone escape phase>
The holding zone escape phase is a phase applied only when the position of the car door 3 when the door open command ON is received is the fully closed position P1. In this phase, starting from the current phase when it is determined that the difference between the current phase and the magnetic pole position has basically been eliminated, the current phase is changed in small increments, and the current phase changes when the phase change reaches a predetermined amount. Stop. In this way, the rotor position is repeatedly jogged as the magnetic pole position follows along the current phase, and the car door 3 is moved from the vicinity of the fully closed position P1 to the holding release zone Z3. The magnetic pole position information MP is rewritten with the current phase at the end of the movement (steps S3 and S4).

Note that the phase interval when the current phase is changed in small increments is preferably an interval that does not cause the car door 3 or the landing door 1 to move in a jerky movement due to the increased inching distance of the rotor. Further, it is assumed that the speed control unit 451 keeps outputting the current command value so that the current is not interrupted when the phase is changed little by little. Further, even when shifting from the magnetic pole position confirmation phase, the current command value is continuously output so that the current is not interrupted.

The reason why the car door 3 is moved into the holding release zone Z3 is that it is desired to carry out the next magnetic pole position deviation measurement phase after the force of the terminal holding device 38 is not affected. Also, when the magnetic pole position tries to coincide with the current phase, a deviation occurs due to the force of the terminal holding device 38. Therefore, the magnetic pole position with the current phase well matched with the magnetic pole position where there is no deviation. This is because it is preferable to rewrite the position information MP.

When the car door 3 is moved from the fully closed position P1 to the holding release zone Z3, an extra amount for securely entering the holding release zone Z3 is added to the distance of the closed holding zone Z1, and the car is moved by that distance. The door 3 is moved. An amount (a predetermined amount of phase change) indicating how much the current phase should be changed to obtain the amount of rotation of the rotor corresponding to this distance is stored in the speed control unit 451.

<Magnetic pole position deviation measurement phase>
In the magnetic pole position deviation measurement phase, the current phase reached in the previous stage (the magnetic pole position confirmation phase or the holding zone escape phase) is used as a starting point. Starting from the phase (starting phase), the current phase is changed in small increments, and when the target current phase (target phase) is reached, the change in the current phase is stopped. For example, starting from 60 degrees, in increments of 1 degree, 61 degrees, 62 degrees,... 299 degrees, and 300 degrees are changed and stopped at 300 degrees.

In this way, the magnetic pole position follows the jogging of the current phase, and the rotor repeats the jogging, but it is said that the current phase and the magnetic pole position follow the state where they substantially match. However, a certain amount of deviation occurs. The cause of the deviation is a self-closing force applied to the landing door 1. This influences the permanent magnet synchronous motor 41 through the transmission mechanism from the car door 3 interlocked with the landing door 1, thereby preventing complete matching between the current phase and the magnetic pole position.

The correction information MPC is rewritten by calculating the amount of such deviation. Therefore, when the target phase is reached, the magnetic pole position information MP is read from the magnetic pole position counter 451c. The above is performed in step S5.

The value of the magnetic pole position information MP is “K × target phase” when the magnetic pole position is completely coincident with the target phase. As described above, K is a conversion coefficient from the pulse count value N0 to the phase, and has a value of 15, for example. Therefore, when the target phase is 300 degrees, the magnetic pole position information MP = 15 × 300 = 4500.

However, if the actual value of the magnetic pole position information MP read from the magnetic pole position counter 451c is 4485, a deviation of 4485-4500 = (− 15) is generated. The correction information MPC in the correction information storage unit 451d is rewritten with such an amount of deviation (step S6).

As described above, the current phase is changed in small increments from the start phase to the target phase, and when the target phase is reached, the magnetic pole position is read from the magnetic pole position counter 451c, the deviation amount is calculated therefrom, and the correction information MPC is rewritten. It becomes the procedure.

In this procedure, it is possible to stick to the difference between whether the car door 3 is rotated in the direction of “opening” the door or whether it is rotated in the direction of “closing” the door. That is, since the influence of the self-closing force on the permanent magnet synchronous motor 41 causes some difference between the door “open” direction and the door “closed” direction, it is preferable to consider this point.

Therefore, as a typical embodiment, the above procedure is performed twice for one rotation in the door “open” direction and one rotation in the door “closed” direction. In that case, the value of the magnetic pole position counter 451c read when the target phase (referred to as the first phase) is reached in the door “open” direction is named the first measurement position, and the target phase (second phase) in the door “closed” direction. The value of the magnetic pole position counter 451c read when the phase reaches (referred to as phase) is named the second measurement position. Then, the correction information MPC is rewritten with a value obtained by averaging the amount of deviation calculated from the first measurement position and the amount of deviation calculated from the second measurement position.

Alternatively, a method of making more use of the difference between the door “open” direction and the door “closed” direction can be considered. That is, the correction information MPC1 to be rewritten with the amount of deviation calculated from the first measurement position and the correction information MPC2 to be rewritten with the amount of deviation calculated from the second measurement position are provided. The phase of the d-axis current at that time is determined using “MP + MPC1”, and the door “closed” control is determined using “MP + MPC2”.

In addition, when carrying out both the rotation in the door opening direction and the rotation in the door closing direction, it was assumed that the elevator user tried to get in by mistake if the door opening direction was carried out first. However, it is preferable because the probability of collision with the door can be reduced. This is the same not only when the magnetic pole position estimation control is started by receiving the door “open” command ON, but also when the magnetic pole position estimation control is started by receiving the door “close” command ON. In the above-mentioned part, it was stated that the same operation would be achieved by reversing "open" and "closed" in the case of door "open" command and door "closed" command. Instead, in either case, it is preferable to implement “open” in preference to “close”.

The setting of the target phase is determined depending on the amount of change from the start phase to the target phase. If the amount of change is too small, the variation in the measured value of the amount of deviation is considered to be large. Further, during the execution of the magnetic pole position estimation control, the general use of the elevator is interrupted, so that the amount of movement of the car door 3 can be reduced as much as possible so as not to accidentally get on and off the car. It is preferable to keep the amount.

The phase interval when the current phase is changed in small increments is preferably an interval that does not cause the car door 3 or the landing door 1 to become a jerky movement due to an increase in the inching distance of the rotor. Then, the speed control unit 451 keeps outputting the current command value so that the current is not interrupted when the phase is changed little by little.

Further, it is assumed that the current command value is continuously output so that the current is not interrupted when switching from the rotation in the door “open” direction to the rotation in the door “closed” direction. Further, even when shifting from the holding zone escape phase, the current command value is continuously output so that the current is not interrupted.

<Flow of magnetic pole position estimation control>
As described above, the details of each phase of the magnetic pole position estimation control (the magnetic pole position confirmation phase, the holding zone escape phase, and the magnetic pole position deviation measurement phase) have been described, but the contents will be rewritten along the flow of the control procedure. To do. This is illustrated in FIGS. 11 to 13. Here, the magnetic pole position estimation unit 456 is divided into constituent parts and role sharing is shown. As shown in FIG. 9, the component parts are a magnetic pole fixing unit 456a, a magnetic pole information acquisition unit 456b, and a magnetic pole information calculation unit 456c.

FIG. 11 shows how each part (the magnetic pole fixing part 456a, the magnetic pole information acquisition part 456b, and the magnetic pole information calculation part 456c) of the magnetic pole position estimation part 456 behaves in the magnetic pole position confirmation phase.

First, the magnetic pole fixing unit 456a issues a phase command of 0 degree to the speed control unit 451 (step S11). Then, a DC current having a phase of 0 degrees flows through the armature winding to generate a magnetomotive force, and the rotor attempts to rotate so that the magnetic pole position coincides with the direction of the magnetomotive force. In response to a command from the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b reads the magnetic pole position counter 451c before and after the phase command is issued, and sends each value to the magnetic pole information calculation unit 456c (step S12). The magnetic pole information calculation unit 456c determines whether or not the rotor has been rotated by checking whether or not the subsequent value has changed compared to the previous value, and sends the result to the magnetic pole fixing unit 456a (step S13). ).

If the rotation operation has occurred, the magnetic pole fixing unit 456a proceeds to the end of the magnetic pole position confirmation phase (step S20).

On the other hand, if the rotation operation has not occurred, a phase command of 120 degrees changed from the previous 0 degrees is issued to the speed control unit 451 (step S21). In response to a command from the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b reads the magnetic pole position counter 451c before and after the phase command is issued, and sends each value to the magnetic pole information calculation unit 456c (step S22). The magnetic pole information calculation unit 456c determines whether or not the rotor has been rotated by checking whether or not the subsequent value has changed compared to the previous value, and sends the result to the magnetic pole fixing unit 456a (step S23). ).

When the rotation operation is occurring, the magnetic pole fixing unit 456a proceeds to the end of the magnetic pole position confirmation phase (step S30). If the rotation operation has not occurred, a phase command of 240 degrees changed from the previous 0 degree or 120 degrees is issued to the speed control unit 451 (step S31). Since a rotation operation should surely occur this time, the process proceeds to the end of the magnetic pole position confirmation phase (step S32).

The magnetic pole information calculation unit 456c rewrites the magnetic pole position information MP of the magnetic pole position counter 451c only in response to a command from the magnetic pole fixing unit 456a only when the next phase is not the holding zone escape phase but the magnetic pole position deviation measurement phase. The value to be rewritten is a value obtained by converting the angle commanded immediately before the end of the phase into a count value with a conversion coefficient K = 15, and is 0 (15 × 0 degrees), 1800 (15 × 120 degrees), 3600 (15 × 240 degrees) (step S40).

FIG. 12 shows how each part of the magnetic pole position estimation unit 456 (the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b, and the magnetic pole information calculation unit 456c) behaves in the holding zone escape phase.

The magnetic pole fixing unit 456a sequentially issues phase commands in increments of 1 degree from 120 degrees to 359 degrees and subsequently from 0 degrees to 60 degrees to the speed control section 451 (step S51). Then, the phase of the direct current flowing through the armature winding changes and the direction of the magnetomotive force generated also changes. The position of the magnetic pole follows such inching in the direction of the magnetomotive force, the rotor rotates in the door opening direction from the vicinity of the fully closed position P1, and the car door 3 exits the closed holding zone Z1 to release the holding release zone Z3. Rush into. The magnetic pole fixing unit 456a sends the value of 60 degrees at the end of the movement to the magnetic pole information calculation unit 456c (step S52). In response to a command from the magnetic pole fixing unit 456a, the magnetic pole information calculation unit 456c rewrites the magnetic pole position information MP of the magnetic pole position counter 451c with a value of 15 × 60 = 900 (step S53).

FIG. 13 shows how each part of the magnetic pole position estimation unit 456 (the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b, and the magnetic pole information calculation unit 456c) behaves in the magnetic pole position deviation measurement phase.

(Take the last phase of 60 degrees as an example when shifting from the holding zone escape phase, not when shifting from the magnetic pole position confirmation phase) The magnetic pole fixing portion 456a is incremented by 1 degree from 60 degrees to 300 degrees. Phase commands are issued to the speed controller 451 one after another (step S61). Then, the phase of the direct current flowing through the armature winding changes and the direction of the magnetomotive force generated also changes. The position of the magnetic pole follows the inching in the direction of the magnetomotive force, and the rotor rotates in the direction in which the car door 3 opens. The magnetic pole fixing unit 456a sends the value of the phase at the end of 300 degrees to the magnetic pole information calculation unit 456c (step S62). In response to a command from the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b reads the magnetic pole position counter 451c (for example, a value of 4485) and sends it to the magnetic pole information calculation unit 456c (step S63).

Next, the magnetic pole fixing unit 456a sequentially issues a phase command in increments of 1 degree from 300 degrees to 180 degrees to the speed control unit 451 (step S71). Then, the phase of the direct current flowing through the armature winding changes and the direction of the magnetomotive force generated also changes. The position of the magnetic pole follows the inching in the direction of the magnetomotive force, and the rotor rotates in the direction in which the car door 3 is closed. The magnetic pole fixing unit 456a sends a value of 180 degrees at the end to the magnetic pole information calculation unit 456c (step S72). In response to a command from the magnetic pole fixing unit 456a, the magnetic pole information acquisition unit 456b reads the magnetic pole position counter 451c (for example, a value of 2655) and sends it to the magnetic pole information calculation unit 456c (step S73).

Based on the value read from the magnetic pole position counter 451c by the magnetic pole information acquisition unit 456b as described above, the magnetic pole information calculation unit 456c receives the command from the magnetic pole fixing unit 456a and performs the following three steps of calculation. First, 4485-15 × 300 = (− 15) is calculated using the value 4485 read at the first time, the conversion coefficient K = 15, and the phase at the end of the first time 300 degrees (step S81). Next, the magnetic pole information calculation unit 456c uses the value 2655 read at the second time, the conversion coefficient K = 15, and the phase 180 degrees at the end of the second time, 2655-15 × 180 = (− 45). Calculation is performed (step S82). Finally, the magnetic pole information calculation unit 456c calculates {(−15) + (− 45)} ÷ 2 = (− 30) using the calculation results (−15) and (−45) (step S83). . The magnetic pole information calculation unit 456c rewrites the correction information MPC in the correction information storage unit 451d with (−30) obtained above (step S84).

<Effects of this embodiment>
As described above, the door control unit 45 estimates the magnetic pole position in the magnetic pole position estimation mode in a state where the car door 3 and the landing door 1 are engaged with each other by the speed control unit 451 and the magnetic pole position estimation unit 456 that are constituent elements thereof. Implement control. In the magnetic pole position deviation measurement phase of this control, a DC current of a predetermined phase is applied to the armature winding, and the position of the magnetic pole is fixed by the magnetomotive force generated thereby. The position is determined by the magnetic pole position counter 451c. Then, the correction information MPC in the correction information storage unit 451d is rewritten with the result calculated from the value. Then, after returning to the normal operation mode, the phase of the d-axis current when starting the rotation of the permanent magnet synchronous motor 41 is determined using the rewritten correction information MPC. The magnetic pole position counter 451c stores information by referring to the pulse output from the encoder 46, which is a rotation angle measuring device, counted by the simple counter 455.

Accordingly, the phase of the d-axis current at the start of rotation of the motor can be determined by the magnetic pole position reflecting the influence of the self-closing force applied to the landing door 1, and accurate torque control can be performed.

<Other embodiments>
The elevator door control system according to the present invention is not limited to the above embodiment, and various modifications can be made without departing from the gist of the present invention.

For example, although the door opening / closing apparatus 4 is a direct drive system and has been described as being applied to a side open type door that opens and closes by operating on one side in the horizontal direction, the present invention is not limited to this. The door opening / closing device may be a conventional system which will be described later, and may be applied to a center open type door that operates on both sides in the horizontal direction to open and close. It is also possible to combine the direct drive method and the center open type, or to combine the conventional method and the side open type. In the side open type, the number of doors to be opened and closed is not limited to two, and may be one or three or more. In the center open type, each of the left and right doors may be two or more.

As shown in FIG. 14, the conventional door opening / closing device 4 includes a permanent magnet synchronous motor 41, a motor pulley 47, a reduction belt 48, a reduction pulley 49, a drive pulley 42, a driven pulley 43, and a drive belt 44. With. The permanent magnet synchronous motor 41 is attached to the upper surface of the upper frame 21 that extends along the front-to-rear direction of the cage 2 (the left-right direction in FIG. 14). The motor pulley 47 is attached to the drive shaft of the permanent magnet synchronous motor 41. The speed reduction belt 48 is wound around the motor pulley 47 and the speed reduction pulley 49. The speed reduction pulley 49 is attached to one end of the front surface of the upper frame 21 and has a larger diameter than the motor pulley 47. The drive pulley 42 is provided coaxially and integrally with the speed reduction pulley 49. The drive belt 44 is wound around the drive pulley 42 and the driven pulley 43. The driven pulley 43 is attached to the other end side of the front surface of the upper frame 21. In contrast to the above conventional system, the direct drive system is such that the permanent magnet synchronous motor 41 is directly connected coaxially with the drive pulley 42 without passing through the motor pulley 47, the reduction belt 48, and the reduction pulley 49.

Further, as shown in FIG. 14, the center open type door has a door rail 33 attached to the front surface of the upper frame 21. In the car door 3, a pair of rollers 34 and 34 attached to a door hanger 32 is placed on a door rail 33. Then, it is suspended from the door rail 33 via the door hanger 32. In this state, the car door 3 is coupled to the drive belt 44 of the door opening / closing device 4 via the door hanger 32 and the coupling tool 35 attached to the door hanger 32.

Therefore, when the motor pulley 47 is rotated by the permanent magnet synchronous motor 41, the rotation is transmitted to the speed reduction pulley 49 via the speed reduction belt 48, and the drive pulley 42 is rotated together with the speed reduction pulley 49. Accordingly, the drive belt 44 is circulated. Then, the car door 3 reciprocates along the door rail 33 through the coupling tool 35 and the door hanger 32, and the car door 3 is opened and closed. In the elevator shown in FIG. 14, one car door 3 is connected to one side of the drive belt 44, and the other car door 3 is connected to the other side of the drive belt 44. , 3 move in directions opposite to each other.

Moreover, although the self-closing apparatus 14 demonstrated the example which is a spring type, it is not limited to this. For example, the self-closing device may be a weight type or a spring reel type.

Further, the example in which the rotation angle measuring instrument is the incremental type encoder 46 (or pulse generator) has been described, but the present invention is not limited to this. An absolute type encoder or resolver may be employed.

DESCRIPTION OF SYMBOLS 1 ... Platform door, 2 ... Car, 3, 3f, 3s ... Car door, 4 ... Door opening and closing device, 5 ... Elevator control device, 11 ... Engagement part, 12 ... Support member, 13 ... Door suspension member, DESCRIPTION OF SYMBOLS 14 ... Self-closing device, 15 ... Frame, 21 ... Upper frame, 31 ... Engagement part, 32f, 32s ... Door hanger, 33f, 33s ... Door rail, 34f, 34s ... Roller, 35f, 35s ... Joint, 37 ... Deceleration mechanism 37a ... Arm, 37b ... Deceleration pulley, 37c ... Deceleration wire, 37d ... Bracket, 38 ... End holding device, 38a ... Base, 38b ... Roller, 38c ... Lever, 38d ... Elastic part, 38e ... Guide rail, 38f ... Shaft , 38g, 38h ... inclined part, 38i ... flat part, 39a ... fully closed position detecting part, 39b ... fully opened position detecting part, 41 ... permanent magnet synchronous motor, 42 ... driving pulley, 43 ... Dynamic pulley 44 ... Drive belt 45 ... Door controller 46 ... Encoder 47 ... Motor pulley 48 ... Decelerator belt 49 ... Decelerator pulley 451 ... Speed controller 451a ... Door position counter 451b ... Door speed counter 451c: Magnetic pole position counter, 451d: Correction information storage section, 452 ... Current control section, 453 ... Power conversion section, 454 ... Current detection section, 455 ... Simple counter, 456 ... Magnetic pole position estimation section, 456a ... Magnetic pole fixing section, 456b ... Magnetic pole information acquisition unit, 456c ... Magnetic pole information calculation unit, P1 ... Fully closed position, P2 ... Fully open position, P3 ... Closed side holding release position, P4 ... Open side holding release position, Z1 ... Closed holding zone, Z2 ... Open holding Zone, Z3 ... Hold release zone

Claims (5)

A car door,
A permanent magnet synchronous motor having a rotor with a permanent magnet and a stator with an armature winding, and driving the door to open and close as the rotor rotates;
A rotation angle measuring instrument for measuring the rotation angle of the rotor;
A door control unit for passing a current through the armature winding to control the electric motor by a vector control method;
A landing door that engages with the car door and opens and closes;
In an elevator door control system comprising a self-closing device that automatically applies a self-closing force when no external force is applied to the landing door and automatically makes the door fully closed, the door control unit comprises:
When the car door and the landing door are engaged, the driving state has a magnetic pole position estimation mode and a normal operation mode,
In the magnetic pole position estimation mode, a DC current of the first phase is applied to the armature winding, and the rotor rotates in the direction in which the car door is opened by the magnetomotive force generated thereby. When the position is fixed, a deviation amount due to the self-closing force of the magnetic pole position is calculated as a first deviation amount based on the measurement by the rotation angle measuring instrument , and
When a second phase direct current is applied to the armature winding, and the magnetomotive force generated thereby rotates the rotor in a direction in which the car door is closed, and the position of the magnetic pole is fixed, The amount of deviation due to the self-closing force of the magnetic pole position is calculated based on the measurement by the rotation angle measuring instrument as the second deviation amount,
In the normal operation mode, the phase of the d-axis current when starting the rotation of the electric motor is determined based on at least one of the calculated first deviation amount and second deviation amount . Door control system. Prior Symbol normal operation mode, characterized in that the phase of the d-axis current is determined based on the average value of the first shift amount and the second shift amount of time to start the rotation of the electric motor,
The elevator door control system according to claim 1. In the previous Symbol normal operation mode,
The phase of the d-axis current when the previous SL car door to start the rotation of the electric motor in the direction of door open, and determines on the basis of the first shift amount,
The phase of the d-axis current when starting the rotation of the electric motor in the direction in which the car door is closed is determined based on the second deviation amount,
The elevator door control system according to claim 1. The door control unit performs rotation in the door closing direction to calculate the second displacement amount after performing rotation in the door opening direction to calculate the first displacement amount. ,
The elevator door control system according to claim 2 or claim 3. When the car door is in the vicinity of the fully closed position, it is provided with a terminal holding device that applies a force that automatically makes the fully closed position, and when in the vicinity of the fully open position, automatically makes it fully open
In the magnetic pole position estimation mode, the door control unit,
When the car door is in a position where no force is applied by the terminal holding device, the first displacement amount and the second displacement amount are calculated,
The elevator door control system according to any one of claims 1 to 4.

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