JPH08310749A - Elevator control device and elevator - Google Patents

Abstract

PURPOSE: To improve the high reliability of the stop position correction control for correcting the car stop position when passengers get on or off. CONSTITUTION: A position sensor 2 is provided on an elevator mechanism section 1, and it detects the present position of a car and inputs the detection result to a control device 5. A deviation calculating device 3 in the control device 5 subtracts the output signal of the position sensor 2 from the output of a car target position generator 4 and outputs the result to a gain device 6. An acceleration estimator 11 is provided in the control device 5, and it calculates the estimated car acceleration based on the car position signal. A subtracting device 10 subtracts the output of a gain device 9 from the output of the gain device 6 and outputs the value to an elevator driving device 7. The elevator driving device 7 operates the elevator mechanism section 1 at the speed proportional to the input to properly keep the car stop position.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic elevator, a rope elevator, and a linear elevator, for preventing the sinking or floating of a car that occurs when the car is stopped, and the vertical length of the car that occurs when the car is running. The present invention relates to an elevator control device that suppresses vibration and an elevator in which the control device is installed.

[0002]

2. Description of the Related Art In an elevator, an elastic body is interposed between a drive actuator and a car. For example, in the case of a rope elevator or a linear elevator, the elasticity of the rope is present between the drive actuator and the car, and in the case of an indirect push-up hydraulic elevator, the elasticity of the rope is used in addition to the hydraulic oil. Elasticity is also involved. Therefore, the following two phenomena generally occur in an elevator.

The first phenomenon is that when the passenger gets into the car when the car is stopped, the car sinks and when the passenger gets off, the car floats. The second phenomenon is a phenomenon in which vertical vibration occurs in the car during traveling.

Among these, an elevator position correction device as shown in FIG. 22 has been proposed as a means for preventing the elevator subsidence / floating phenomenon. In this device, first, the position of the elevator car is detected by the position sensor 2 attached to the elevator mechanism 1, and the car position signal is transmitted to the control device 5. In the control device 5, the deviation calculation device 3 calculates a value obtained by subtracting the car position signal from the output of the car target position generator 4, and outputs the value after being amplified by the gain device 6. The output of the control device 5 is transmitted to the elevator drive device 7 so as to operate the elevator mechanism portion 1 to properly maintain the stop position of the car. However, in the apparatus of FIG. 22, the elevator mechanism unit 1
There is a problem that vibration occurs due to the elasticity of the car, which causes instability of the car position feedback loop.

In order to solve this problem, as shown in FIG. 23, there has been proposed a position correction device for detecting the acceleration of the car and performing negative feedback (for example, Japanese Patent Laid-Open No. 4-4137).
No. 5). In addition to the configuration shown in FIG. 22, this position correction device includes an acceleration sensor 8 that detects the car acceleration, a gain device 9 that amplifies a signal from the acceleration sensor 8, and an output of the gain device 9 from an output of the gain device 9. It has a subtraction device 10 that subtracts and outputs to the elevator drive device 7.

Further, the acceleration negative feedback control is also effective in suppressing longitudinal vibration during elevator traveling. FIG. 24 shows an outline of a typical conventional elevator traveling control device that does not have means for suppressing longitudinal vibration. In this device, first, the control device 5
The target speed is calculated by the internal car target speed generator 12, the target speed signal is amplified by the gain device 13, and then output. The output of the control device 5 is transmitted to the elevator drive device 7 and operates the elevator mechanism 1 to generate a speed in the car. Since this travel control device does not have a means for suppressing vertical vibration, when the elevator is driven by using this device, vertical vibration is generated in the car.

Therefore, it has been proposed to use acceleration negative feedback control in combination with this travel control device to suppress longitudinal vibration (for example, Japanese Patent Laid-Open Nos. 52-43246 and 6-26).
JP-A-2-211277 and JP-A-6-171841.
Issue). As shown in FIG. 25, this device measures the acceleration of the car by the acceleration sensor 8 and takes the signal into the control device 5. And inside the control device 5,
The captured signal is amplified by the gain device 9, and the arithmetic unit 1
When the output of the gain device 9 is subtracted from the output of the gain device 13 by 0, the output is output to the elevator drive device 7.

[0008]

The elevator position correction device shown in FIG. 23 is an effective device that can realize stable and highly responsive position correction control in principle. Also in FIG.
The elevator traveling control device shown in is also an effective device that can suppress longitudinal vibration. However, both devices have the following problems. (1) It lacks safety when the acceleration sensor fails. (2) An expensive device is required because an acceleration sensor must be provided. (3) When the zero point adjustment of the acceleration sensor is inaccurate and a bias error occurs, the car is moved to an incorrect position. Due to the above problems, the elevator position correction device shown in FIG. 23 and the elevator travel control device shown in FIG. 25 have not been put to practical use.

An object of the present invention is to provide an elevator control device capable of realizing a car position correction control when the car is stopped and a longitudinal vibration of the car when the car is traveling without using an acceleration sensor, and the control thereof. It is to provide an elevator in which the device is installed.

[0010]

In order to achieve the above object, the elevator control apparatus of the present invention detects a target position generating means for generating a target position signal for stopping a car and a current position of the car. The present position detecting means, the deviation calculating means for taking in the output signals from the target position generating means and the present position detecting means, and calculating the deviation between the target position and the present position of the car, and the present position detecting means. An acceleration estimating means for estimating the acceleration of the car from the data of the detected current position of the car, and a negative feedback of the acceleration estimated by the acceleration estimating means to the deviation calculated by the deviation calculating means. And a stop position correcting means for correcting.

Further, the elevator control device of the present invention comprises a target speed generating means for generating a car target speed signal during traveling, a current position detecting means for detecting a current position of the car, and the current position detecting means. Acceleration estimation means for estimating the acceleration of the car from the data of the detected current position of the car, and negative acceleration of the acceleration estimated by the acceleration estimation means to the target speed generated by the target speed generation means And a speed control means for performing speed control.

Further, according to the present invention, each of the above elevator control devices is installed in any one of a hydraulic elevator, a rope elevator, and a linear elevator.

[0013]

In the low frequency region, the acceleration estimating means is
It functions in the same manner as the derivative of the order, and acts so that the gain becomes zero in the high frequency region. Therefore, in the low frequency region which is a problem in a normal elevator, the output of the acceleration estimating means substantially matches the actual car acceleration. By negatively feeding back the estimated acceleration, stable and highly responsive position correction control and suppression of longitudinal vibration during traveling can be realized without using an acceleration sensor, as in the case of negatively feeding back actual acceleration. As a result, problems associated with the acceleration sensor, that is, problems such as low reliability, high price, and influence of bias error can be solved.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) FIG. 1 shows a schematic configuration of an elevator controller according to the present invention. The elevator mechanism 1 is provided with a position sensor 2 that detects the position of the car, and the output of this position sensor 2 is input to the control device 5. Control device 5
Inside, the deviation calculating device 3 subtracts the car position signal from the position sensor 2 from the output of the car target position generator 4 and outputs the result to the gain device 6. On the other hand, the acceleration estimator 11 provided in the control device 5 calculates the estimated car acceleration from the car position signal. Subtractor 1
0 subtracts the output of the gain device 9 from the output of the gain device 6, and outputs the value to the elevator drive device 7. The elevator drive device 7 operates the elevator mechanism 1 at a speed proportional to the input, and acts so as to keep the stop position of the car properly.

In FIG. 1, the car target position generator 4 is target position generating means, the position sensor 2 is current position detecting means, the deviation calculating device 3 is deviation calculating means, and the acceleration estimator 11 is acceleration estimating. The subtraction device 10 constitutes a stop position correction means.

Since the acceleration estimator 11 functions similarly to the second-order differentiation in the low frequency region, the gain increases with a slope of 40 dB / dec with respect to the frequency, and the phase becomes 180.
It must be a degree. Further, in the high frequency region, the gain must decrease and gradually approach zero in order to remove the estimated noise. The acceleration estimator 11 having such characteristics can be realized by the filter shown in FIG. Figure 2
The filter shown in (3) has a configuration in which three low-pass filters each having a time constant μ are multiplied by a second-order differential element. In the following description, the filter of FIG. 2 will be called a third-order acceleration estimator.

FIGS. 3 and 4 show gain characteristics and phase characteristics of the third-order acceleration estimator when the time constant μ is set to 5 Hz. In the low frequency region, the gain is increased by 40 dB / dec and the phase is 180 degrees as in the case of the second derivative. Further, in the high frequency region, the phase delay occurs, but the gain tends to decrease at 20 dB / dec, so it can be seen that the estimated noise is prevented.

The acceleration estimator can be implemented with an analog controller or a digital controller. FIG. 5 shows an algorithm for realizing the third-order acceleration estimator with a digital controller having a sampling time Δt. In this algorithm, first, at step 100, the car position is read from the input end. Next, in step 101, internal variables are initialized as shown in the figure. Further, in step 102, after reading the car position again from the input end,
In step 103, the change rates d1 to d3 are calculated as shown in the figure. After that, in step 104, the internal variables are numerically integrated as shown in the figure, and the resulting estimated acceleration is output in step 105. Finally, in step 106, the process returns to step 102 after waiting for Δt time.

The acceleration estimator may have a configuration other than the third-order acceleration estimator. FIG. 6 shows a configuration of the acceleration estimator 11 by another method, which has a configuration in which four low-pass filters each having a time constant μ are multiplied by a second-order differential element. In the following description, the filter of FIG.
It is called the following acceleration estimator. The fourth-order acceleration estimator has a higher gain reduction rate in the high-frequency region than the third-order acceleration estimator, and has the effect of further reducing estimated noise, but also has a large phase delay.

Since the order of the acceleration estimator may be 3 or more, it can be generally constructed by using a value of n (n ≧ 3) as shown in FIG. The larger the order n, the higher the rate of decrease in gain in the high frequency region,
The estimated noise reduction effect is also large, but on the other hand, the phase delay is also large. Therefore, the order n is at most 3 ~
You should choose between six.

(Second Embodiment) FIG. 8 shows an embodiment in which the above-described estimated acceleration feedback control is applied to a traveling control device mainly for speed control. In this control device, first, the position of the car is detected by the position sensor 2 attached to the elevator mechanism 1, and the signal is input to the control device 5. In the control device 5, the acceleration estimator 11 estimates the car acceleration from the car position, and the gain device 9 amplifies the car acceleration. On the other hand, the car target speed generator 12 generates a traveling speed pattern of the elevator car and outputs it to the gain device 13. Then, the subtracter 10 subtracts the output of the gain device 9 from the output of the gain device 13,
Output to the elevator drive device 7. The elevator drive device 7 operates the elevator mechanism 1 at a speed proportional to the input, and acts so as to keep the position of the car properly. By configuring the traveling control device in this manner, it is possible to obtain an effect of suppressing longitudinal vibration during traveling of the elevator.

In FIG. 8, the car target speed generator 12 is the target speed generating means, the position sensor 2 is the current position detecting means, and the acceleration estimator 11 is the acceleration estimating means.
The subtraction devices 10 respectively constitute speed control means.

(Third Embodiment) FIG. 9 shows an embodiment in which the position correction device of FIG. 1 and the travel control device of FIG. 8 are applied to an indirect push-up hydraulic elevator. In the figure, the car 21 is supported by one end of a rope 22, and the other end of the rope 22 is fixed to the building via a pulley 23. The pulley 23 is supported by a plunger 25 protruding from the hydraulic cylinder 24, and is driven up and down according to the operation of the plunger 25. The hydraulic cylinder 24 is connected to the hydraulic pump 27 via a two-way control valve 26, and
The other end of 7 is connected to the oil tank 28. 2-way control valve 2
6 operates as a check valve when the valve is closed, and the check operation is released when the valve is opened, and is driven by the valve drive device 29. Further, the hydraulic pump 27 has a motor drive circuit 30.
It is operated by a variable speed motor 31 driven by.

An operation management device 32 is provided inside the control device 5. First, when the elevator is in a stopped state and position correction is performed, the operation management device 32 determines that the valve drive device 29
Then, the two-way control valve 26 is opened, the changeover switch 33 is set to the contact a side, and the car target position generator 4 is instructed to generate the target position signal. Next, the deviation calculation device 3 inputs a value obtained by subtracting the car position detected by the position sensor 2 provided in the car 21 from the output of the car target position generator 4 to the gain device 6. The output of the gain device 6 is guided to the subtractor 10 via the contact a of the changeover switch 33. On the other hand, the acceleration estimator 11 estimates the car acceleration from the car position detected by the position sensor 2 and inputs the signal to the gain device 9. The subtractor 10 subtracts the output of the gain device 9 from the output of the gain device 6 and inputs the subtracted output to the motor drive circuit 30. The motor drive circuit 30 uses the motor 31 and the hydraulic pump 27 at a rotation speed proportional to the input.
The cage 21 is driven by the hydraulic oil flow rate generated as a result, and the cage stop position is appropriately maintained.

On the other hand, when the elevator is driven, the operation management device 32 causes the valve drive device 29 to close the two-way control valve 26 when rising and opens the valve when descending. Further, the changeover switch 33 is set to the contact b side, and the car target speed generator 12 is instructed to generate the target speed signal. The output of the car target speed generator 12 is input to the gain device 13,
The subtractor 10 is reached via the contact b of the changeover switch 33. The subtracter 10 outputs a value obtained by subtracting the signal obtained by amplifying the output of the acceleration estimator 11 by the gain device 9 from the output signal of the gain device 13 as in the case of position correction, and outputs the motor drive circuit 3
Enter 0. The motor drive circuit 30 rotates the motor 31 and the hydraulic pump 27 at a rotation speed proportional to the input,
The car flow 21 is driven by the resulting hydraulic oil flow rate, and the car speed is maintained at the target value.
Is performed. Since the optimum value of the gain of the gain device 9 is different between when the position is corrected and when the vehicle is running, it is changed by a command from the operation management device 32.

(Fourth Embodiment) FIG. 10 is an embodiment in which the position correction device of FIG. 1 and the travel control device of FIG. 10 are applied to an indirect push-up hydraulic elevator. This embodiment is shown in FIG.
Compared with the one described above, the drive circuit for traveling the elevator is the same, but the drive circuit for position correction is different from the one used for traveling. That is, the auxiliary hydraulic unit 34 for position correction is separately provided. The auxiliary hydraulic unit 34 sucks hydraulic oil from an oil tank 37 by a hydraulic pump 36 driven by a fixed rotation speed motor 35 to generate hydraulic pressure. The generated oil pressure is detected by the pressure sensor 39, and the fixed rotation speed motor 35 is operated by the motor on / off circuit 40 when the pressure becomes equal to or lower than the first set pressure, and the fixed rotation is performed when the second set pressure becomes higher. The several motors 35 are stopped. Further, in the hydraulic circuit, the relief valve 38, the accumulator 41,
And a three-way control valve 42 is provided. The relief valve 38 is provided to prevent the hydraulic circuit from having an abnormally high pressure, and when the set upper limit pressure is exceeded, the working oil is returned to the oil tank to lower the hydraulic pressure in the circuit. Further, the accumulator 41, when supplying and discharging hydraulic oil for driving the elevator,
It is installed for the purpose of keeping the hydraulic pressure level of the circuit constant. The three-way control valve 42 is connected to the hydraulic pump 36, the oil tank 37, and the hydraulic cylinder 24.
To the hydraulic cylinder 24 or from the hydraulic cylinder 24 to the oil tank 37, the hydraulic cylinder 24 is driven and the position of the car 21 is properly maintained.

The present embodiment has a drawback that it is expensive because the number of devices is larger than that of the embodiment of FIG. 9, but on the other hand, the advantage is high safety. That is, since it is not necessary to open the two-way control valve 26 at the time of position correction, even if the control device 5 fails, the hydraulic oil in the hydraulic cylinder 24 must be discharged through the three-way control valve 42. Not done. Here, since the three-way control valve 42 is used only for position correction and is not used during traveling, it generally has a small-diameter structure, and the amount of hydraulic oil discharged is very small. Therefore, even when the control device 5 breaks down, the car 21 does not drop suddenly.

(Fifth Embodiment) FIG. 11 shows an embodiment in which the position correction device of FIG. 1 and the travel control device of FIG. 10 are applied to a rope type elevator. The car 21 is a rope 43
Is fixed to one end of the rope 43, and the other end of the rope 43 is connected to a counterweight 46 via a sheave 44 and a warp wheel 45. The sheave 44 is connected to a motor 49 via a speed reducer 47 and a brake 48. The speed of the motor 49 is controlled by the motor drive circuit 50. Also in this embodiment, the control device 5 can perform the position correction control and the traveling control by the same operation as that of the embodiment of FIG.

(Sixth Embodiment) FIG. 12 shows an embodiment in which the position correction device of FIG. 1 and the traveling control device of FIG. 10 are applied to a linear elevator. The car 21 is a rope 43
Fixed to one end of the rope 43 and the other end of the rope 43 to the pulley 51a,
It is connected to the counterweight 46 via 51b. A linear motor 52 including a primary coil is provided inside the counterweight 46, and is in contact with a secondary conductor 53 that is fixed or rotatably fixed to the upper and lower parts of the hoistway. A brake 54 is provided below the counterweight 46.
In FIG. 12, the brake 54 is drawn as a structure that works by friction with the secondary conductor, but it may be a structure that works by friction with a separately provided rail. The speed of the linear motor 52 is controlled by the motor drive circuit 55. Also in this embodiment, the control device 5 can perform the position correction control and the traveling control by the same operation as that of the embodiment of FIG.

Next, the measured values of the car position and car acceleration when the passengers get on and off the indirect push-up hydraulic elevator will be described. 13 and 14 show measured values of the car position and car acceleration in the state where no position correction control is performed.
Further, FIGS. 15 and 16 show measured values of the car position and the car acceleration in the state where the position correction control is performed by the elevator control device of FIG. 22 that does not perform acceleration feedback or estimated acceleration feedback. 17 and 18 show actually measured values of the car position and car acceleration in a state where the position correction control is performed by the elevator control device of FIG. 3 that performs acceleration feedback using the acceleration sensor.

FIGS. 19, 20 and 21 show a state in which position correction control is performed by the elevator controller of FIG. 1 which performs estimated acceleration feedback using an acceleration estimator.
The actual values of the car position, car acceleration, and car estimated acceleration are shown. In all experiments,
The gain factors of the gain device 6 and the gain device 9 are set to be equal.

First, in FIGS. 13 and 14, passengers board the train at about 1.5 seconds and about 9.1 seconds.
Passengers got off at about 5.0 seconds. From this experimental result, it is confirmed that the car position remarkably sinks / rises in response to passengers getting on and off without position correction.

Next, FIGS. 15 and 16 show that passengers boarded at about 3.0 seconds and passengers got off at about 6.8 seconds. From this experimental result, when trying to perform position correction only by car position return without performing acceleration feedback or estimated acceleration feedback, the control against subsidence when passengers board is barely stable, but when passengers get off It is confirmed that the control for levitation becomes unstable and the car position has diverged.
As described above, the stability changes between the sinking side and the floating side are due to the imbalance of the characteristics of the three-way control valve 42 used in the experiment. Such a phenomenon does not occur. In any case, it can be seen that the position correction based only on the car position return is an extremely unstable control.

Next, FIGS. 17 and 18 show that passengers boarded at about 1.6 seconds and passengers got off at about 5.7 seconds. From the results of this experiment, it is understood that stable control can be realized by performing position correction by also using car cage acceleration feedback using an acceleration sensor. It is also confirmed that the maximum sinking amount, maximum flying amount, and maximum acceleration values of the car are suppressed to be small as compared with those in FIGS. 15 and 16. That is, it can be said that the combined use of the cage acceleration feedback is effective in stabilizing the position correction control and increasing the rigidity.

Finally, as shown in FIGS. 19, 20 and 21, passengers boarded at about 2.2 seconds, and about 6.2 seconds.
Passengers got off at ec. From the results of this experiment, when position correction is performed by using the estimated car acceleration feedback using the acceleration estimator together, FIG. 17 and FIG.
It can be confirmed that almost the same response as in case of can be obtained.
That is, it can be said that it is possible to stabilize the position correction control and increase the rigidity without using an acceleration sensor by using the estimated car acceleration feedback together.

[0036]

As described above, according to the present invention,
By using the acceleration estimator to estimate the acceleration of the car and performing negative feedback, the stability and rigidity of position correction control and travel control can be improved without using an acceleration sensor, as in the case of negative feedback of actual acceleration. You can

Since no acceleration sensor is used,
It is possible to realize an elevator control device or an elevator that does not include the problems such as low reliability, high cost, and influence of bias error that accompany the acceleration sensor.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an elevator controller according to a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a third-order acceleration estimator.

FIG. 3 is a diagram showing a gain characteristic of a third-order acceleration estimator.

FIG. 4 is a diagram showing a phase characteristic of a third-order acceleration estimator.

FIG. 5 is a diagram showing an algorithm for realizing a third-order acceleration estimator with a digital controller.

FIG. 6 is a configuration diagram of a fourth-order acceleration estimator.

FIG. 7 is a configuration diagram of an nth-order acceleration estimator.

FIG. 8 is a schematic configuration diagram of an elevator controller according to a second embodiment of the present invention.

FIG. 9 is a schematic configuration diagram of an indirect lift hydraulic elevator according to a third embodiment of the present invention.

FIG. 10 is a schematic configuration diagram of an indirect lift hydraulic elevator according to a fourth embodiment of the present invention.

FIG. 11 is a schematic configuration diagram of a rope-type elevator according to a fifth embodiment of the present invention.

FIG. 12 is a schematic configuration diagram of a linear elevator according to a sixth embodiment of the present invention.

FIG. 13 is a diagram showing an actually measured value of a car position without position correction control.

FIG. 14 is a diagram showing an actually measured value of a car acceleration in a state without position correction control.

FIG. 15 is a diagram showing an actually measured value of a car position when position correction control is performed by a conventional elevator control device.

FIG. 16 is a diagram showing an actually measured value of car acceleration in a state where position correction control is performed by a conventional elevator control device.

FIG. 17 is a diagram showing an actually measured value of a car position in a state where position correction control is performed by a conventional elevator control device.

FIG. 18 is a diagram showing an actually measured value of a car acceleration in a state where position correction control is performed by a conventional elevator control device.

FIG. 19 is a diagram showing an actually measured value of a car position in a state where position correction control is performed by the elevator control device of the present invention.

FIG. 20 is a diagram showing a measured value of the car acceleration in a state where position correction control is performed by the elevator control device of the present invention.

FIG. 21 is a diagram showing an actual measured value of a car estimated acceleration in a state where position correction control is performed by the elevator control device of the present invention.

FIG. 22 is a schematic configuration diagram of an elevator control device according to a conventional technique.

FIG. 23 is a schematic configuration diagram of an elevator control device according to a conventional technique.

FIG. 24 is a schematic configuration diagram of an elevator control device according to a conventional technique.

FIG. 25 is a schematic configuration diagram of an elevator control device according to a conventional technique.

[Explanation of symbols]

 1 Elevator Mechanism 2 Position Sensor 3 Deviation Calculator 4 Car Target Position Generator 5 Control Device 6 Gain Device 7 Elevator Drive 8 Accelerometer 9 Gain Device 10 Subtractor 11 Accelerator Estimator 12 Car Target Speed Generator 13 Gain Device 21 Cage 22 Rope 23 Pulley 24 Hydraulic cylinder 25 Plunger 26 Two-way control valve 27 Hydraulic pump 28 Oil tank 29 Valve drive device 30 Motor drive circuit 31 Motor 31 32 Operation control device 33 Changeover switch 34 Auxiliary hydraulic unit 35 Fixed rotation speed Motor 36 Hydraulic pump 37 Oil tank 38 Relief valve 39 Pressure sensor 40 Motor on / off circuit 41 Accumulator 42 Three-way control valve 43 Rope 44 Sheave 45 Warping wheel 46 Counterweight 47 Reducer 48 Brake 49 Mo Motor 50 the motor drive circuit 51a, 51b pulley 52 a linear motor 53 secondary conductors 54 brake 55 motor drive circuit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Katsuji Suto 502 Jinritsucho, Tsuchiura-shi, Ibaraki Hiritsu Seisakusho Co., Ltd.Mechanical Research Laboratory (72) Inventor Go Ogasawara 502 Jinritsu-cho, Tsuchiura-shi, Ibaraki Hiritsu Seisakusho Co., Ltd. Mechanical Research Institute (72) Inventor Eiichi Sasaki 1070 Ige, Hitachinaka City, Ibaraki Prefecture Hitachi Ltd. Mito Plant

Claims (8)

[Claims] 1. A target position generating means for generating a target position signal for stopping a car, a current position detecting means for detecting a current position of a car, and output signals from the target position generating means and the current position detecting means. A deviation calculating means for calculating the deviation between the target position and the current position of the car, and an acceleration estimating means for estimating the car acceleration from the data of the car current position detected by the current position detecting means, An elevator control device comprising: a stop position correction unit that corrects the stop position of the car by negatively feeding back the acceleration estimated by the acceleration estimation unit to the deviation calculated by the deviation calculation unit. 2. A target speed generating means for generating a target speed signal of a car during traveling, a current position detecting means for detecting a current position of the car, and data of a current position of the car detected by the current position detecting means. Acceleration estimating means for estimating the car acceleration from the vehicle, and speed control means for negatively feeding back the acceleration estimated by the acceleration estimating means to the target speed generated by the target speed generating means to control the speed of the car. An elevator control device comprising: 3. The elevator control apparatus according to claim 1 or 2, wherein the acceleration estimating means is an observer having an order of three or more. 4. The elevator control device according to claim 1, 2, or 3, wherein the acceleration estimating means functions in the low frequency region in the same manner as the second derivative, and the gain becomes zero in the high frequency region. An elevator control apparatus, which is a filter having: 5. The elevator control device according to claim 4, wherein the filter is a product obtained by multiplying a second-order differential element and a low-pass filter having a third-order or higher order. . 6. A car is attached to one end of a rope wound around a pulley, and the other end of the rope is fixed to a part of a building to move the pulley up and down by using hydraulic pressure. Accordingly, in the hydraulic elevator that moves the car up and down, the elevator control device according to any one of claims 1 to 5 is installed. 7. A cage is attached to one end of a rope wound around a sheave, and a counterweight is attached to the other end of the rope.
A rope type elevator for moving the car up and down by rotating a sheave, wherein the elevator control device according to any one of claims 1 to 5 is installed. 8. A car that is attached to one end of a rope wound around a sheave, and a linear motor with a built-in counterweight is attached to the other end of the rope, and the car is driven by driving the linear motor with a built-in counterweight. A linear elevator that moves up and down, wherein the elevator control device according to any one of claims 1 to 5 is installed.