JP6707707B2 - Elevator - Google Patents

Description

The present invention relates to an elevator driven by a synchronous motor.

In order to drive the elevator, a synchronous electric motor using a permanent magnet is used from the viewpoint of miniaturization and high efficiency. In order to control such a synchronous motor, it is necessary to detect the magnetic pole position of the rotor. As a sensor for detecting the magnetic pole position, for example, an optical or magnetic rotary encoder, a resolver, or the like is used.

In an elevator using a synchronous motor, if the sensor for detecting the magnetic pole position fails, the magnetic pole position signal cannot be obtained, making it difficult to control the synchronous motor. In particular, when controlling an elevator that uses a balancing weight, if the synchronous motor cannot output the torque corresponding to the difference between the weight of the balancing weight and the weight of the car, the weight of either the balancing weight or the car cannot be output. The car moves so that it can be dragged to the larger side. As described above, in the elevator control, since the car is accelerated and decelerated based on the torque for stopping the car, it is important to control the torque of the synchronous motor, and the synchronous motor outputs the desired torque. Therefore, it is important to detect the magnetic pole position by the sensor.

As a conventional technique for driving an elevator for rescue operation or the like when a sensor fails, the technique described in Patent Document 1 is known.

In the technique described in Patent Document 1, the magnetic pole position is estimated based on the detected current, the voltage command, and the motor constant, and the synchronous motor is driven based on the estimated magnetic pole position.

JP, 2016-639, A

However, in the above-mentioned conventional technique, vibration in the rotational direction occurs in the sheave due to insufficient balance torque of the motor due to the estimation accuracy of the initial magnetic pole position. Furthermore, because the control followability is insufficient for such vibration, the torque is not compensated up to the balance torque, and the car may be dragged and moved to the heavier of the car and the counterweight. There is.

Therefore, the present invention provides an elevator that can stably drive a car when a magnetic pole position signal from a magnetic pole position sensor cannot be obtained.

To solve the above problems, the elevator according to the present invention includes a synchronous motor that drives a car, a brake that brakes the synchronous motor, and a control device that controls the synchronous motor. A magnetic pole position command creation unit that creates a magnetic pole position command for the synchronous motor, an initial magnetic pole position estimation unit that estimates the initial magnetic pole position of the rotor of the synchronous motor, a load torque at the estimated initial magnetic pole position, and a synchronous motor Corrected initial magnetic pole position by calculating the phase difference between the initial magnetic pole position and the magnetic pole position of the stator of the synchronous motor when the motor torque is balanced, and adding the calculated phase difference to the initial magnetic pole position. The brake control unit includes a magnetic pole phase difference addition unit that outputs the calculated corrected initial magnetic pole position to the magnetic pole position command creation unit and a brake control unit that controls opening and braking of the brake. When releasing from the braking state, the magnetic pole position command creating unit sets the corrected initial magnetic pole position input from the magnetic pole phase difference adding unit as a magnetic pole position command, and after releasing the brake, the car is started.

Further, in order to solve the above problems, an elevator according to the present invention includes a synchronous motor that drives a car, a brake that brakes the synchronous motor, and a control device that controls the synchronous motor. Is a current command creation unit that creates a current command of a constant current value at which the motor torque of the synchronous motor exceeds the rated value, a magnetic pole position command creation unit that creates a magnetic pole position command of the synchronous motor, a current command and a magnetic pole position command. Based on, the current control unit that controls the synchronous motor by the control axis set according to the magnetic pole position command, the initial magnetic pole position estimation unit that estimates the initial magnetic pole position of the rotor of the synchronous motor, the load torque, and the synchronization. When the motor torque of the electric motor is balanced, the phase difference between the control axis set in the current control unit and the control axis set in the stator of the synchronous motor is calculated, and the calculated phase difference is set to the initial magnetic pole position. A magnetic pole phase difference addition unit that calculates a corrected initial magnetic pole position by adding and outputs the calculated corrected initial magnetic pole position to the magnetic pole position command creation unit, and brake control that controls opening and braking of the brake. When the brake control unit releases the brake from the braking state, the magnetic pole position command creating unit sets the corrected initial magnetic pole position as the magnetic pole position command in the current control unit, and after releasing the brake, The car is started, and the magnetic pole position command creating unit outputs a magnetic pole position command in a predetermined pattern according to the speed command after the car is started.

According to the present invention, when the load torque and the motor torque are in balance, the phase difference between the initial magnetic pole position and the magnetic pole position of the stator of the synchronous motor is added, and the corrected initial magnetic pole position is set as the magnetic pole position command. Therefore, after releasing the brake, the car is started from the static state.

Further, according to the present invention, when the load torque and the motor torque are balanced, the phase difference between the control axis set in the current control unit and the control axis set in the stator of the synchronous motor is added, Since the corrected initial magnetic pole position is set in the current controller as the magnetic pole position command, the car is started from the static state after the brake is released.

As a result, when the magnetic pole position signal from the magnetic pole position sensor cannot be obtained, the car can be operated stably.

Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

It is the whole lineblock diagram showing the elevator which is one embodiment of the present invention. The relationship between the functional block of a controller, a power converter, and a synchronous motor is shown. An outline of the operation of this embodiment will be shown. The relationship between the torque of the synchronous motor and the phase difference between the actual q axis of the synchronous motor and the q axis of the controller is shown. It is a flow chart which shows a flow of processing operation of a controller in this embodiment. The relationship between the torque of the synchronous motor and the phase difference between the actual q axis of the synchronous motor and the q axis of the controller is shown. An outline of the operation of the comparative example is shown. For a comparative example, the relationship between the torque of the synchronous motor and the actual phase difference between the q-axis of the synchronous motor and the q-axis of the controller will be shown.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each drawing, the same reference numerals indicate the same constituent elements or constituent elements having similar functions.

FIG. 1 is an overall configuration diagram showing an elevator that is an embodiment of the present invention.

In the present embodiment, the movement of the car 104 is controlled by controlling the drive of the synchronous motor 103 by the drive control device including the power converter 101 and the controller 100 (control device). The controller 100 includes a current command creation unit 1, a magnetic pole position command creation unit 2, a magnetic pole phase difference addition unit 3, and an initial magnetic pole position estimation unit 4. These functions will be described later. In addition, the car 104 is provided with a scale sensor 7, and the load of the car 104 is detected by the scale sensor 7. The detection signal of the balance sensor 7 is input to the controller 100.

A permanent magnet type synchronous motor is applied as the synchronous motor 103. In this embodiment, a non-salient permanent magnet synchronous motor such as a surface magnet type is applied. For this reason, so-called sensorless control is difficult to apply, and normally, the synchronous motor 103 is controlled based on the magnetic pole position detected by a magnetic pole position sensor (not shown).

The car 104 moves in the hoistway formed in the building across a plurality of floors. The car 104 and a counterweight for balancing the car 104 and weight are connected to the main rope. That is, the car 104 and the counterweight are connected to each other via the main rope. Further, the car 104 is provided with a car side door that engages with the landing side door to open and close.

The car 104 moves in the hoistway when the sheave (sheave) is driven to rotate by the synchronous motor 103 and the main rope wound around the sheave is driven. Power for driving is supplied to the synchronous motor 103 by the power converter 101. The power converter 101 normally outputs electric power for controlling the synchronous motor 103 according to a car position control command, a car speed command, or a torque command output by the controller 100.

When braking the car 104, the controller 100 outputs the brake power supply stop command 10 and the power supply stop command. By the brake power supply stop command 10, the electromagnetic contactor (contactor) provided between the brake power supply and the brake 102 is opened. As a result, the power supply to the brake 102 is cut off, so that the brake 102 is in the braking state. Further, the electromagnetic contactor provided between the power source and the power converter 101 is opened by the power source stop command. As a result, the power supply to the power converter 101 is cut off, so that the power supply to the synchronous motor 103 is stopped.

The position sensor 5 is a door zone sensor that detects whether the car 104 is located at a position where the door can be opened by detecting the shield plate 6.

FIG. 2 shows the relationship between the functional blocks of the controller 100 and the power converter 101 and the synchronous motor 103.

The current command generator 1 outputs a current command according to the output torque of the synchronous motor 103. In this embodiment, the current command generator 1 outputs a current command according to the output torque equal to or higher than the rated torque. Further, in the present embodiment, the value of this current command is a constant value.

The magnetic pole position command creating unit 2 outputs a magnetic pole position command according to the speed of the synchronous motor 103 with reference to the corrected initial magnetic pole position input from the magnetic pole phase difference adding unit 3. The magnetic pole position command generator 2 outputs the initial magnetic pole position estimated by the initial magnetic pole position estimator 4 and corrected by the magnetic pole phase difference adder 3 to the current controller 21 as a magnetic pole position command. After that, when the brake command unit 23 opens the brake 102, the magnetic pole position command creating unit 2 outputs the corrected initial magnetic pole position when the car 104 is started, and after the start, the car is moved to perform maintenance operation or A magnetic pole position command having a predetermined pattern corresponding to the speed command for the rescue operation is output. As a result, after the car is started, the car 104 can be operated even if the magnetic pole position information of the rotor of the synchronous motor cannot be obtained due to an abnormality or a failure of the magnetic pole position sensor.

The initial magnetic pole position estimation unit 4 estimates the initial magnetic pole position of the synchronous motor 103. A known technique is applied as a means for estimating the initial magnetic pole position. For example, a harmonic current having a specific pattern is applied to the synchronous motor 103 via the power converter 101, and the initial magnetic pole position is estimated based on the pattern of the current feedback signal detected by the current sensor 22. . Note that various initial magnetic pole position estimation means or detection means can be applied without being limited to such estimation means.

The magnetic pole phase difference addition unit 3 is set in the controller 100 when the car 104 and the weight side are in balance and the car 104 stops according to the load of the car 104 detected by the scale sensor 7. A phase difference (Δθ _L described later) between the existing control coordinate axis and the control coordinate axis set on the rotor of the synchronous motor 103 (hereinafter, referred to as “control axis”) is calculated. Further, the magnetic pole phase difference addition unit 3 corrects the initial magnetic pole position estimated by the initial magnetic pole position estimation unit 4 based on the calculated phase difference, that is, by adding this phase difference to the estimated initial magnetic pole position. Then, the corrected initial magnetic pole position is output.

This phase difference corresponds to the phase difference between the initial magnetic pole position estimated by the initial magnetic pole position estimation unit 4 and the magnetic pole position of the stator of the synchronous motor 103. Therefore, the synchronous motor 103 is connected to the car side and the counterweight side according to the phase difference, the magnetic flux of the rotor (permanent magnet magnetic flux in this embodiment), and the current command output by the current command creating unit 1. Generates a motor torque that balances them.

The brake command unit 23 outputs a command to open/close the brake, but when the initial magnetic pole position is estimated by the initial magnetic pole position estimation unit 4 and further corrected by the magnetic pole phase difference addition unit 3, it outputs a command to open the brake. ..

The current control unit 21 outputs a control command (for example, a voltage command) for the power converter 101 based on the current command from the current command creation unit 1 and the magnetic pole position command from the magnetic pole position command creation unit 2. The current control unit 21 creates a control command by proportional-plus-integral control so that the difference between the current command and the current feedback signal from the current sensor approaches zero. In the present embodiment, so-called vector control is applied in which current control is performed based on the d-axis and q-axis currents of the rotating coordinate system.

Here, the control axis set in the controller 100, that is, the control axis of the vector control in the current control unit 21 is set according to the corrected initial magnetic pole position. Therefore, at startup, the phase difference between the control axis set in the controller 100 and the control axis set in the rotor of the synchronous motor 103 is the phase difference when the car 104 and the counterweight are in balance. .. Therefore, the elevator is stably started in a state where the elevator car 104 and the counterweight are in balance and stopped. Therefore, when the magnetic pole position signal cannot be obtained from the magnetic pole position sensor, the car can be operated stably.

Also, when the brake 102 is opened, the car 104 can be immediately moved up and down without waiting for the car 104 to settle. Therefore, when the magnetic pole position sensor fails, maintenance work time and rescue operation time can be shortened.

Note that other control techniques may be applied instead of the vector control.

FIG. 3 shows an outline of the operation of this embodiment. In the order of elapsed time, the periods (a), (b), (c) and (d) will be described below separately.

In the period (a), the current command corresponds to the output torque equal to or higher than the rated torque (120% in FIG. 3), but before the initial magnetic pole position estimation, the magnetic pole position command is 0°. Therefore, as shown in the figure, there is a difference between the magnetic pole position command generated by the controller and the actual magnetic pole position of the synchronous motor. The brake command is ON, and the brake is in the braking state. That is, the car is stopped. Note that, here, it is assumed that the elevator is stopped due to a failure of the magnetic pole position sensor. Further, the current command is maintained at a predetermined constant value corresponding to the output torque equal to or higher than the rated torque even after the period (a).

In the period (b), the initial magnetic pole position is estimated, and the estimated initial magnetic pole position is corrected based on the load of the car so that the car and the counterweight are balanced, and the corrected initial magnetic pole position is corrected. The magnetic pole position is set as a magnetic pole position command. Further, as in the period (a), the brake is in the braking state and the car is stopped. Therefore, as shown in the figure, the difference between the magnetic pole position command generated by the controller 100 and the actual magnetic pole position of the synchronous motor (estimated initial magnetic pole position) is a constant value smaller than the period (a). Therefore, the synchronous motor generates a motor torque that balances the ride car and the counterweight.

The period (c) is the period from the opening of the brake to the establishment of the car. In the present embodiment, in the period (c), the brake command shifts to OFF and the brake is released. At this time, the magnetic pole position command is the initial magnetic pole position corrected as described above as the magnetic pole position command. It is set. Therefore, since the brake is released in the state where the car and the counterweight are in balance, it takes almost no time until the car is settled.

During the period (d), the synchronous motor is rotated by giving a magnetic pole position command according to the speed command. At the start of the period (d), the torque of the synchronous motor according to the current applied in the period (c) and the load torque due to the difference between the weight on the car side and the weight on the counterweight side are balanced. Since the rotation of the synchronous motor is stopped, it is possible to stably rotate the synchronous motor by giving the magnetic pole position according to the speed command by feedforward.

FIG. 4 shows the relationship between the torque of the synchronous motor and the phase difference Δθ _r between the actual q axis of the rotor of the synchronous motor and the q axis of the controller. The vertical axis represents the torque T and the horizontal axis represents Δθ _r .

In FIG. 4, the motor torque T _m of the synchronous motor shown by the curve is represented by the equation (1) when the current command (q-axis (torque) current command) is i _qc . In Formula (1), _Kt is a torque constant.

When Δθ _r is 0, the torque T _m of the synchronous motor matches the torque according to the current command created by the controller. The straight line in FIG. 4 indicates the load torque T _L with respect to the difference between the weight on the car side and the weight on the counterweight side.

In FIG. 4, the load in the car is half or less of the maximum load weight, that is, the load is 50% or less. Therefore, in FIG. 4, it is assumed that the car is driven with a small load while the magnetic pole position sensor has failed. In such a case, for example, the car may be operated for maintenance in order to perform maintenance work for a failure of the magnetic pole position sensor.

Here, in the present embodiment, the weight of the balancing weight is set so that the riding cage and the balancing weight are balanced with respect to a 50% load. Therefore, in FIG. 4, since the counterweight is heavier than the car side, _TL acts in the direction of lowering the counterweight and raising the car.

The loading weight of the car for balancing with the counterweight is not limited to 50% load, but may be 40% load, for example. Even in such a case, the present embodiment is applicable as long as the counterweight side is heavier than the car side.

Further, the current command i _qc is set so that T _m can take a value that is in _balance with T _L. In the present embodiment, as described above, the current command creating unit 1 outputs the current command of a constant value according to the output torque equal to or higher than the rated torque.

When the phase difference between the actual q-axis in the synchronous motor and the q-axis in the controller is the position of point A with respect to the estimated initial magnetic pole position, the motor torque Tm and the load torque T _L are balanced when the brake is opened. Since there is none, Δθ _r moves toward point B. That is, the synchronous motor and the sheave rotate in the direction in which T _m and T _L are balanced. Therefore, it is difficult to stably start the car.

On the other hand, in the present embodiment, before releasing the brake, the synchronous motor is controlled so as to be in the state of point B, that is, to generate Tm that balances with _TL . In this control, the magnetic pole phase addition unit calculates the weight of the car side based on the weight of the car without load stored in the controller in advance and the load in the car detected by the scale sensor. calculate. In addition, the magnetic pole phase addition unit calculates the torque for the difference between the two, that is, the load torque T _L , based on the calculated weight on the car side and the weight on the counterweight side stored in advance in the controller. Further, the magnetic pole phase addition unit calculates the phase difference Δθ _L at the point B by the formula (2). It should be _noted that i _qc and K _t are a current command (q-axis (torque) current command) and a torque constant, respectively, as in equation (1).

The magnetic pole phase difference addition unit adds the calculated Δθ _L to the initial magnetic pole position estimated by the initial magnetic pole position estimation unit, and outputs the corrected initial magnetic pole position to the magnetic pole position command creation unit. The magnetic pole position command creation unit sets the corrected initial magnetic pole position in the current control unit as a magnetic pole position command. The current controller controls the electric power converter according to the corrected initial magnetic pole position to cause the synchronous motor to generate a motor torque.

Here, in the current controller, the control axis is set according to the corrected initial magnetic pole position (estimated initial magnetic pole position+Δθ _L ). Therefore, the phase difference between the actual control axis (q axis) of the synchronous motor and the control axis (q axis) of the controller (current control unit) at the estimated initial magnetic pole position is Δθ _L (point B in FIG. 4). Becomes As a result, the brake is released while the motor torque and the load torque are in balance. Therefore, when the brake is released, the car can be stably started from the static state without the car suddenly moving up and down.

FIG. 5 is a flowchart showing the flow of processing operations of the controller 100 (see FIG. 2) in this embodiment.

First, the current command generator 1 outputs the current command iqc (step S101).

Next, the initial magnetic pole position estimation unit 4 estimates the initial magnetic pole position (step S102).

Next, the initial magnetic pole position estimated in step S102 is set in the magnetic pole phase difference adder 3 (step S103).

Next, the magnetic pole phase difference (Δθ _L described above) in the case where the motor torque T _m and the load torque T _L are in balance is calculated, and the calculated magnetic pole phase difference is added to the estimated initial magnetic pole position. The synchronous motor 103 is controlled according to the corrected initial magnetic pole position obtained by adding the magnetic pole phase difference to the estimated initial magnetic pole position (step S104).

Next, the brake command unit 23 releases the brake (step S105).

Next, the magnetic pole position command creating unit 2 creates a magnetic pole position command corresponding to the speed command, and controls the synchronous motor 103 according to the magnetic pole position command.

FIG. 6 shows the relationship between the torque T _m of the synchronous motor and the phase difference Δθ _r between the actual q axis of the synchronous motor and the q axis of the controller. As in FIG. 4, the vertical axis represents the torque T and the horizontal axis represents Δθ _r .

In FIG. 6, unlike FIG. 4, the load inside the car is half or more of the maximum load weight, that is, the load is 50% or more. Therefore, in FIG. 6, it is assumed that the car is driven with a large load in the state where the magnetic pole position sensor has failed. In such a case, for example, the car may be in a rescue operation because the car has stopped due to a failure of the magnetic pole position sensor.

Since the load is 50% or more and the car side is heavier than the counterweight side, as shown in FIG. 6, the load torque _TL is reversed in sign from that in FIG. Works in the direction of lowering.

As shown in FIG. 6, although the phase difference Δθ _{L at the} point B where T _m and T _L are in balance is different from that in the case of FIG. 4, it is calculated by the above expression (2) regardless of whether the T _L is positive or negative. be able to. Therefore, the synchronous motor is similarly controlled based on the corrected initial magnetic pole position obtained by adding Δθ _L calculated by the above equation (2) to the initial magnetic pole position estimated by the initial magnetic pole position estimation unit 4. As a result, when the brake is released, the car can be stably started from the static state.

According to the above-described embodiment, when the magnetic pole position signal cannot be obtained from the magnetic pole position sensor due to a failure or abnormality of the magnetic pole position sensor, the car can be operated stably. Therefore, the maintenance work and the rescue work can be smoothly performed, and the work time can be shortened.

It should be noted that, with respect to the magnetic pole direction of the rotor of the synchronous motor, that is, the initial phase in the d-axis direction (the estimated initial magnetic pole position), the synchronous motor is generated so that the magnetic flux by the stator is generated in the phase difference Δθ _L direction. Any control means other than vector control can be used as long as it can control the.

Next, a comparative example with respect to the above embodiment will be described with reference to FIGS. 7 and 8. Note that the points different from those in FIGS. 3 and 4 will be mainly described.

FIG. 7 shows an outline of the operation of the comparative example. In this comparative example, the magnetic pole phase difference addition unit is not provided, and the initial magnetic pole position estimated by the initial magnetic pole position estimation unit is set in the magnetic pole position command creation unit without correction. Note that FIG. 7 is divided into periods (a), (b), (c), and (d) in the order of elapsed time, as in FIG.

The operation in the period (a) is the same as that in FIG. 3 (embodiment).

In the period (b), the estimated initial magnetic pole position is set in the magnetic pole position command. Further, as in the period (a), the brake is in the braking state and the car is stopped. Therefore, as shown in the figure, the error between the magnetic pole position command created by the controller and the actual magnetic pole position of the synchronous motor is a constant value smaller than the period (a). Here, the magnitude of the error depends on the accuracy of the initial magnetic pole position estimation.

In the period (c), the brake command is OFF and the brake is released. The magnetic pole position command is maintained at the initial magnetic pole position for a predetermined time (time period (c)) until the vibration in the rotational direction of the synchronous motor and the sheave is stopped. Therefore, in the period (c), the control state of the car does not yet become the driving state, but is a standby state. Further, the error between the magnetic pole position command created by the controller and the actual magnetic pole position of the synchronous motor also vibrates in response to the vibrations of the synchronous motor and the sheave in the rotational direction. The vibration of the synchronous motor and the sheave in the rotation direction will be described later.

During the period (d), the synchronous motor is rotated by giving a magnetic pole position command according to the speed command. At the start of the period (d), the magnetic pole position where the torque of the synchronous motor according to the current applied in the period (c) and the load torque due to the difference between the weight on the car side and the weight on the counterweight side are balanced. Since the rotation of the synchronous motor is stopped, the synchronous motor is rotated according to the speed command by feeding forward the magnetic pole position according to the speed command with the initial magnetic pole position as a reference.

Next, with respect to vibration in the rotational direction of the synchronous motor and the sheave in the comparative example (hereinafter, simply referred to as “vibration”), a phenomenon until the vibration subsides will be described below with reference to FIG.

FIG. 8 shows the relationship between the torque of the synchronous motor in the comparative example and the phase difference Δθ _r between the actual q axis of the synchronous motor and the q axis of the controller.

In FIG. 8, the torque T _m of the synchronous motor is represented by the above equation (1), as in FIG. Further, as in FIG. 4, the load is 50% or less, and the load torque T _L acts in the direction of lowering the counterweight and raising the car.

When the phase difference Δθ _r is at the position of the point A with respect to the estimated initial magnetic pole position, the motor torque Tm and the load torque T _L do not balance when the brake is opened, and therefore Δθ _r becomes closer to the point B. Moving. That is, the synchronous motor and the sheave rotate in the direction in which T _m and T _L are balanced. The synchronous motor and sheave rotate beyond the position where T _m and T _L are balanced. That is, Δθ _r exceeds point B. At this time, the magnitude relationship between T _m and T _L is reversed from that before the point B is exceeded, and therefore Δθ _r moves toward point B with its moving direction reversed. That is, the synchronous motor and the sheave rotate in a direction in which the rotation directions are reversed and T _m and T _L are balanced. Δθ _r repeats such movement and converges to the point B during the waiting time. That is, the synchronous motor and the sheave settle at a position where T _m and T _L are in balance after rotationally vibrating.

As described above, in this comparative example, in order to stably start the car, it is necessary to put the car in a standby state until the vibrations of the synchronous motor and the sheave are suppressed, and the waiting time (period (c)) is reduced. become longer. On the other hand, in the present embodiment, as shown in the period (c) in FIG. 3, the rotational vibration of the synchronous motor and the sheave after the brake is released is prevented, so that the standby time is significantly shortened and the standby time is almost reduced. It is possible to stably start the car without the need.

It should be noted that the present invention is not limited to the above-described embodiment, and various modifications are included. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those including all the configurations described. Further, it is possible to add/delete/replace other configurations with respect to a part of the configurations of the embodiment.

For example, the synchronous motor is not limited to the permanent magnet type synchronous motor, but may be a wound field type synchronous motor. Further, the permanent magnet type synchronous motor is not limited to the surface magnet type and may be an embedded magnet type.

Further, the elevator may have a machine room above the hoistway, or may be a so-called machine roomless elevator in which the hoisting machine and the control device are installed in the hoistway without the machine room.

Further, the elevator may not have a counterweight. In this case, the load torque depends on the weight of the car.

1 current command creation unit, 2 magnetic pole position command creation unit, 3 magnetic pole phase difference addition unit, 4 initial magnetic pole position estimation unit, 5 position sensor, 6 shielding plate, 7 scale sensor, 10 brake power supply stop command, 21 current control unit, 22 current sensor, 23 brake command section, 100 controller, 101 power converter, 102 brake, 103 synchronous motor, 104 car

Claims (10)

A synchronous motor that drives the car,
A brake for braking the synchronous motor,
A control device for controlling the synchronous motor,
In an elevator equipped with
The control device is
A magnetic pole position command creating unit for creating a magnetic pole position command for the synchronous motor;
An initial magnetic pole position estimation unit that estimates an initial magnetic pole position of the rotor of the synchronous motor when the brake is in a braking state,
When the brake is in a braking state, at the initial magnetic pole position estimated by the initial magnetic pole position estimating unit, when the load torque and the motor torque of the synchronous motor are in balance, the initial magnetic pole position and the synchronous motor A corrected initial magnetic pole position is calculated by calculating a phase difference from the magnetic pole position of the stator and adding the calculated phase difference to the initial magnetic pole position, and the calculated corrected initial magnetic pole position. And a magnetic pole phase difference adding unit for outputting to the magnetic pole position command creating unit,
A brake control unit that controls opening and braking of the brake,
Equipped with
A control axis in the control device is set according to the corrected initial magnetic pole position calculated by the magnetic pole phase difference addition unit,
When the brake control unit releases the brake from the braking state,
The magnetic pole position command creation unit sets the corrected initial magnetic pole position input from the magnetic pole phase difference addition unit as the magnetic pole position command,
An elevator characterized in that the car is started after the brake is released. In the elevator according to claim 1,
The control device is
A current command creating unit for creating a current command for the synchronous motor,
The said electric current command is a constant electric current value with which the said motor torque more than a rating is obtained, The elevator characterized by the above-mentioned. In the elevator according to claim 1,
A scale sensor for detecting the load of the car,
The elevator according to claim 1, wherein the magnetic pole phase difference addition unit calculates the load torque based on the loaded load detected by the scale sensor. In the elevator according to claim 1,
An elevator characterized in that the synchronous motor includes a sheave, and a balance weight and the car are connected to a main rope wound around the sheave. In the elevator according to claim 4,
The elevator according to claim 1, wherein the magnetic pole phase difference addition unit calculates the load torque based on a difference between the weight on the side of the car and the weight on the side of the counterweight. In the elevator according to claim 1,
The phase difference is a phase difference between the control axis set in the control device and the control axis of the synchronous motor at the initial magnetic pole position. In the elevator according to claim 6,
An elevator characterized in that the control axis of the synchronous motor and the control axis set in the control device are q axes in vector control. In the elevator according to claim 7,
The magnetic pole phase difference addition unit sets the load torque to T _L , the q-axis current to iqc, the torque constant to K _t , and the phase difference (Δθ _L ) to Equation (2),

Elevator characterized by calculating by. In the elevator according to claim 1,
An elevator characterized in that the magnetic pole position command generator outputs a magnetic pole position command in a predetermined pattern according to a speed command after the car is started. A synchronous motor that drives the car,
A brake for braking the synchronous motor,
A control device for controlling the synchronous motor,
In an elevator equipped with
The control device is
A current command creating unit that creates a current command of a constant current value at which the motor torque of the synchronous motor is equal to or higher than a rating,
A magnetic pole position command creating unit for creating a magnetic pole position command of the synchronous motor,
A current controller that controls the synchronous motor by a control axis set according to the magnetic pole position command based on the current command and the magnetic pole position command;
An initial magnetic pole position estimation unit that estimates the initial magnetic pole position of the rotor of the synchronous motor when the brake is in a braking state,
The control set in the current control unit when the load torque and the motor torque of the synchronous motor are balanced at the initial magnetic pole position estimated by the initial magnetic pole position estimating unit when the brake is in the braking state. Calculating a phase difference between the shaft and a control axis set on the stator of the synchronous motor, and adding the calculated phase difference to the initial magnetic pole position to calculate a corrected initial magnetic pole position, A magnetic pole phase difference adding unit that outputs the calculated initial magnetic pole position that has been corrected to the magnetic pole position command creating unit;
A brake control unit for controlling opening and braking of the brake,
Equipped with
A control axis in the control device is set according to the corrected initial magnetic pole position calculated by the magnetic pole phase difference addition unit,
When the brake control unit releases the brake from the braking state,
The magnetic pole position command creating unit sets the corrected initial magnetic pole position in the current control unit as the magnetic pole position command,
After releasing the brake, the car is started,
An elevator characterized in that the magnetic pole position command generator outputs a magnetic pole position command in a predetermined pattern according to a speed command after the car is started.

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