JPS58144076A - Controller for elevator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to elevator control, and particularly to an elevator control device suitable for improving riding comfort.

Fig. 1 shows a control diagram of a conventional DC elevator. In Fig. 1, 1 is a speed command generator, 2 is a comparison device that compares the speed command and the car speed, and 3 is a controller that compares the speed command with the car speed. A phase shifter which compares and generates an ignition signal for the thyrisk, '4 is a group of nine iris iris bridges connected in antiparallel, 5 is its power supply, 6 is a current detector, and 7#'i.

Electric wJ machine field, 8Fi% machine, 9 is sheave, 1G is multiplier p
12 is a speed generator for detecting a continuous storm in the car, 1B is a mechanical brake, 14
Load detection device that detects the number of passengers on board a car, 15 it
This switch is turned on only when the elevator starts.

When the elevator constructed in this way starts running, the passenger inside the car is is detected by the load detector, and a command to cancel this unbalanced torque is input to the comparator 2 before starting, the brake 13 is opened, and the speed command generator 1 sends a gradually increasing speed command to the comparator 2. Input this command and speed generation 111
A current command is created by the main ASR system with the output of 12, and a minor AC of this current command and the output of current detector 6 is created.
Using the R system, the Nyristor bridge group 4 controls the speed of the elevator by passing current through the armature 8 and generating torque in relation to the constant controlled field current.

This conventional elevator control system suffers from several drawbacks, as described below.

1) As shown in Figure Ii12, if the startup compensation is not optimal, the shadow of the problem will appear even during the start of acceleration.

In other words, the brake opens at T=T, and until the speed command is input to the speed control system at 11 T=T, the control system operates in response to the zero speed command, and after T=T, the speed increases gradually. The control system operates in response to the speed command box, but in the case of undercompensation, the control system operates in the direction of acceleration, and in the case of overcompensation, it operates in the direction of deceleration. Acceleration overshoot or pulsation could occur. This is a problem that occurs because the different control systems of torque control and speed control are in continuous operation.

2) Conventionally, comparator 2 has been provided with an integral characteristic in order to eliminate speed deviation caused by load changes to zero, but in the unlikely event that more than a certain number of passengers are on board and it becomes necessary to perform upward operation. , when a command higher than the saturation level of the thyristor device 4 is input to the comparator 2, the hatched area of the comparator output becomes an uncontrolled state as shown in FIG. 3, and Δ3 at the end of acceleration
The decrease in current is delayed by the 0 period, and the elevator speed overshoots.In order to eliminate this drawback, the comparator output should be set near the saturation point of the current control device, and the dotted line should be clipped. The comparator output characteristics shown in Figure 1 may be used, or they may be adjusted in advance, but this poses a problem in terms of adjustment for products such as elevators, which are produced in small quantities and of many different types.

3) When riding an elevator, the problem at first glance is the start and end of acceleration, and the start and end of deceleration, but in order to obtain a predetermined change in acceleration, the integral of that integral, the fourth
As shown in the figure, this is achieved indirectly by rounding the four corners of the speed command, but it is difficult to obtain an ideal one for indirect control, and in the case of high-speed elevators, it is difficult to obtain an ideal one for indirect control. The speed patterns were so varied that it was nearly impossible to make each one similar in ride comfort.

In addition, in the case of private power generation operation, several elevators in Australia are required.
If the elevator is operated at a lower acceleration/deceleration, it is possible to get passengers to the standard floor in a short time, but in the conventional method of controlling the elevator by matching the speed command with the elevator speed, the acceleration/deceleration is lowered. It is difficult to process easily.

The present invention has been made in order to eliminate the drawbacks of the above-mentioned conventional devices, and its purpose is to provide an elevator control device that improves riding comfort and is capable of highly accurate control.

A feature of the present invention is that the ride comfort can be directly controlled by using acceleration commands to control the acceleration of the elevator drive electric motor in accordance with the acceleration commands for all or a part of the elevator operation. Also, the motor acceleration [K
Highly accurate control is achieved by feeding back a proportional signal to the acceleration control system.

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 5 shows an overall configuration diagram of the present invention. In the figure, 16 is a microprocessor (CPU) that performs arithmetic processing, etc., and 17 is a C
R, OM (Read Only Memory) in which the PU operating procedure manual is written, RAM (Random Access Memo 'IJ) used for temporary storage as a work area for 18FiCPtJ, and 19 for exchanging digital external signals with the CPU. 20 is a PIA (Peripheral Interface Adapter) for detecting the elevator speed and acceleration by counting the output/pulse of the rotary encoder 24.
, 21 is a bus for exchanging address and data information, and 22 is a D/A for converting digital signals into analog signals.
Conversion (to), 23. converts anamig signal to digital signal K
The A/D converter 24 is a rotary encoder (pulse generator) that generates pulses according to the travel distance of the car. 3 to 14 It is the same as in Figure 1.

In such a circuit configuration, the microcomputer has R
# written in OM17! Accordingly, a torque command is generated which changes according to the operating state of the elevator as shown in FIG.

The torque command generation program O is started at predetermined time intervals by a hardware timer interrupt (not shown) after the microcomputer is powered on or after a reset (restart of the microcomputer). After starting this program, it first determines whether there is a command to start the elevator.
If not, this program is terminated, and if it is, it is determined whether the operation to compensate for the start shock of the passenger car has been completed, and if it is not completed, the step of start compensation mode 100 is executed, and if it is completed, the door is closed. It is determined whether the operation is completed or not, and if it is not completed, this program is terminated. If it is completed, the mode of torque command generation is determined, and acceleration start mode 200, constant acceleration mode 300, acceleration good reduction mode 400, acceleration end mode 5001 constant acceleration mode 600
One of the steps in deceleration start mode 700, constant deceleration mode 800, and deceleration reduction mode 900 is executed. In this way, the mode processing is determined under one condition (the favorable condition here is that one of the 100, 200, 900, etc. baskets is stored in the M cabinet, and we will discuss this later by looking at this basket. This is done by subroutine 10/... \The operation of flying, processing, and returning to the king program 0.), so in a program where each mode is activated sequentially as the elevator moves, the actual mode after starting the main program is The effect is that there is no large variation in the time until the torque command is generated.

□11 This means that for the main program 0 self-density, nine can always generate a command with a constant acceleration variable force, and for the main program 0 and other tasks at the m-level, for example, speed This has the effect of preventing variations in the calculation results of the detection program and acceleration detection program.

Figure 7 shows when the elevator operates at rated speed and when it operates at intermediate speed (when the elevator speed does not reach the rated speed)
This figure shows how the deceleration reduction mode 90G is selected from the start compensation mode 100 in accordance with the movement of the elevator.

Now, how each mode performs 1kJ611 will be explained in order.

Activation compensation mode 10 (Intake of passenger amount T1 in the car as shown in 101. Silk command T
Calculation 102 to 108, startup compensation completion flag seven) 10
Because it is composed of 9. The calculation of the torque command T is based on the determination 1025 of whether the current operation is ascending or descending, and the determination 103, 104 of whether the previous driving direction and the current driving direction are the same or different. Bias 'l'bu, bias for descending operation Tl)n, correction value T r u when the last time was a descent and this time is an upward operation, correction value Tr- when the previous time was an increase and this time it is a downward operation. It is determined whether or not to do so, and is executed by steps 106 to 108. Here, if the reverse operation compensation of 103, 104, 107, and 108 is omitted, a slight startup shock may occur, but this does not constitute a serious problem. Since the startup compensation mode can be used only once for each driving operation, the pass conditions are set by 109.

Acceleration start mode As shown in 200al19FjA, the elevator acceleration determined by another program (not shown) is determined in 201 as to whether or not the acceleration has exceeded the predetermined acceleration.
The end flag of the acceleration start mode is set in e-f 202 with Y.$, and the leg speed mode process described later is performed once in step 203, and the acceleration start mode 200 is ended. Here, processing 11203 is performed by the torque command generation program O.
is started by a timer interrupt at regular intervals, so if you only set the acceleration start mogie completion flag between the end of acceleration start mode and the first time of constant acceleration mode and do not perform a new torque command generation operation, the torque command will not be activated. This occurs because it causes a delay of one cycle. However, if the above-mentioned timer interrupt interval is shortened to non-WK, Vc#'i processing 203F
i can be omitted. If the acceleration fA of the thousand beta has not reached the predetermined value of tfe, then it is determined in 204 whether it is an upward operation or a downward operation. The current torque command Tt is created by adding i) and subtracting the elevator acceleration.

t is the time elapsed from when the acceleration start mode 20G was first activated to when it was activated this time.
is determined by a function that outputs a predetermined rate of change in acceleration with respect to time t. In process 205, feedback is applied to the acceleration change rate control so that the elevator acceleration matches this iim-like acceleration change rate, so that good start-up performance can be obtained. Similarly, in the case of descending operation, an acceleration start section for descending is performed in step 11206 to generate an i torque command. 11207Fi
tO reset, processes 208 and 209 are tq) updated. Note that □ Δt is the task activation interval time.

T on the right side of 205, 206 of this acceleration start mode 200
The initial value of s is the startup compensation mode 1000105 to 10 described above.
Since the value obtained in step 8 is stored, a continuous transition from the start compensation mode 100 to the acceleration start mode 200 is realized in terms of torque, so even if the start compensation is not performed optimally as shown in Fig. 10. The negative effect is overshoot,
Fi remaining in acceleration start mode in the form of undershoot
do not have.

Furthermore, in this acceleration start mode, the torque command is stored in the PA's ROM.
It has the effect of reducing capacity. That is, the function 't(')
For example, if it is a linear function with respect to t, such as 't(LeeH, t), only one word of the coefficient H needs to be stored.

Also, if you are operating several Nire 6-Turners at low acceleration/deceleration using an emergency power source such as a private generator, for example, set H to 1.
It is possible to correspond to the capacity by using /2.

However, in this method of feeding back acceleration to this acceleration change rate control, for example, 205, 206 (f, (t)-A), (-ft
In order to prevent the spear of (t)-(turn) from becoming abnormally large and causing a shirk, a limit should be set for this term.
Furthermore, the KO value is changed by changing this limit according to the movement of the elevator, or converting it into a term of a constant Kk.

Constant acceleration mode 300 is 30 as shown in Figure 11.
At 1, the constant acceleration mode ends and it is determined whether or not they are friends.

This determination is made based on whether the difference between the speed command v and the elevator speed ■■ has become smaller than a predetermined value of 7 tatami. The continuous command v1 is obtained from the following equation from the distance between the stop pre-travel and the car, the value ΔL used when calculating the second speed f command information described later, and a predetermined deceleration quality A1. Calculation of this Vl is performed by another program (not shown), but it may also be done by using the square root calculation company ICt-, or by using the square root table t-ruragajimeR,0M1
7, and an approximate value may be calculated by interpolation.

The elevator speed (2) is determined by the number of pulses generated by the rotary encoder shown in FIG. 5 within a predetermined time.

In the case of ending the foot acceleration mode, an operation completion flag 72 is set in step 302, and then in step 303, the acceleration reduction mode is executed once in the next execution preparatory foot mode, and the constant acceleration mode processing is ended. If the constant acceleration mode has not ended, it is determined in 304 whether acceleration to the rated speed has ended, and if the acceleration is completed, the operation completion flag is set with 3 (, 5), and then 3
06, the Ruru acceleration end mode is executed once in the next execution preview mode, and the Kencho speed vertical mode processing is completed. A determination 304 as to whether or not acceleration to the rated speed has ended is made based on whether the difference between the rated speed Vs of the elevator and the speed (2) of the elevator has become smaller than the predetermined value Vs. If the acceleration to the rated speed is not completed, determine whether it is a rising operation or not.
07, and if there is a difference in the upward movement, the current torque command TrjF is controlled based on the previous torque command T and the predetermined acceleration Ao) elevator acceleration A, and in the case of a downward movement, the torque command is obtained in the same way by 309. Constant acceleration control is performed and the process ends. Both 308 and 309 are TF on the right side.
i When processing this mode for the first time using the previous torque command, the last value of the previous mode (here, the acceleration start mode is established) becomes the initial value.

The acceleration reduction mode 40G is first set to 4 as shown in Figure 12.
At 1G, the mode is further determined and one of the acceleration reduction mode, constant speed driving mode 4401, and deceleration increase mode 460 is executed, and then the process ends.

The reason why the acceleration reduction mode 40G is further divided into three modes is because it has the effect of reliably multiplying the speed tm order (2) of the constant deceleration mode by 9. As a method that does not divide into three modes, as shown as T' in Figure 13, after the constant acceleration mode ends, the current torque command is created by subtracting a constant value Δt・' from the previous torque command, and the speed It is also very effective to increase operating efficiency to shift to the foot interruption mode described in mode @* when the deviation between the command ■ and the elevator speed tv becomes less than the predetermined value Q, but it is definitely In order to shift to constant deceleration mode, the operating speed■
An effective method is to change the value of θ depending on the maximum value of ν.

The acceleration reduction mode 42G is first set to 4 as shown in Fig. 14.
At 21, it is determined whether or not to enter the deceleration increase mode, and if it is likely, the acceleration decrease mode is completed and the 7-sig set is set at 42.
2, in line -1423, t is first reset, and then the deceleration increase mode scheduled to be executed next time is performed once, and the process ends. Transitioning from acceleration reduction mode to deceleration increase mode occurs when the deceleration distance to the scheduled stopping floor is insufficient for some reason, and this route will not be taken during normal operation. A determination 421 as to whether or not the mode is the deceleration increase mode is performed by determining whether the deviation between the speed command Vs and the elevator speed V's is a pebble beyond the predetermined value Vs. If the transition is not to the deceleration increase mode, it is determined in 424 whether the acceleration A is sufficiently close to 0, and if so, the acceleration decrease mode completion flag is set in 425, and the next constant speed run is scheduled to be executed in 426. The mode is executed once, and the reset operation of t is performed to complete the process. If the acceleration is not approaching O, determine the driving direction in 427, and if the driving is upward, in 428 subtract the function '*(1) from the final value Tm of the previous mode, and further subtract the elevator-acceleration person. Create the current torque command. Then, the elapsed time t is updated. Through this process, the torque of the acceleration is controlled so that it matches a predetermined rate of change in acceleration.

Furthermore, if it is acceptable for the rate of change of acceleration decrease to be equal to the rate of change of acceleration increase in absolute value, f*(1) may be the same as '1(t). Note that a similar escape is performed at 429 in the case of downward overcurrent.

As shown in FIG. 15, the foot speed mode 440 is gradually transitioning to the deceleration increasing mode.
If there is a transition to line -1, set the constant speed driving mode completion flag in 442, execute the deceleration increase mode scheduled to be executed next time once in 443 and end the process, and if the transition does not occur, set the driving direction in 444 The determination is made at 445 and 446, and the process ends so that the acceleration becomes 0.

In the deceleration increase mode 460, as shown in FIG. 16, it is first determined in 461 whether the point at which the deceleration command is multiplied is reached, and if it is, the process is terminated at 4, 6, 2! Sets the increase mode completion flag, executes the next scheduled constant deceleration mode once in 463, and ends the process.If the shift point has not been reached, the driving direction is determined in 464, and the In the case of operation, the current torque command is created by subtracting the function 'a(ri) from the final value Ts of the previous mode at 465, and further subtracting the elevator acceleration A, and the update of 1 is performed at 1467. , by this MILK, the acceleration A is torque-controlled so as to match a predetermined rate of change in deceleration.

Note that in the case of descending operation, similar processing is performed in steps 466 and 468.

In the acceleration end mode 500, as shown in FIG.
In step 1, it is determined whether it is impossible to run at the rated speed,
If so, immediately set the acceleration end mode completion flag at 502, and determine whether it is impossible to travel at the rated speed at 5o3 if the deviation between the speed command v and the elevator speed fv is equal to or less than the predetermined value Vs. Determine whether it is small. If it is possible to run at the rated speed, then it is determined in 504 whether or not it is the transition point to the rated driving mode, and if the transition point has been reached, the completion flag of the acceleration end mode is set in 50 seconds, and in 506 The rated running mode is executed once, t is reset, and the process ends.

If it is not the transition point to the rated driving mode, it is determined in 507 whether the acceleration value approaches a predetermined value, and if the absolute value of the acceleration value is hot, the final value T of the previous mode is determined at 508 to 51G.
4. Add and subtract the function f a'(t>, elevator -
Create the current torque command by subtracting the acceleration jiA, and then update the home.

On the other hand, if the acceleration fA approaches the predetermined value, processing 511-613
A similar torque command is created, but the initial value T is the final value of 'it processing 509 and 510. Also, the slope of '*' (1) is set to a lower value than '4 ('), so that the rate of change in acceleration becomes soft at the end of acceleration. Of course, this acceleration is from 427 to 429t in the acceleration reduction mode shown in the 14th IQ. Also, the process of changing this acceleration change rate in minute intervals ff1512,
513 performs acceleration feedback control here, but as T = T - Δts and T = T + j f + (T on the right side is the previous torque command, Δt is a predetermined decrease), it can also be used as prospective control without feedback. Since this operating period is short, almost the required performance can be obtained without being affected by load torque, etc.
#- However, in this case, there is no need to update 609.610O1.

The rated driving mode 60G is first 60G as shown in Figure 18.
1 to determine whether to switch to deceleration start mode,
If the answer is yes, the rated running mode completion flag is set in 602, the deceleration start mode is executed once in 603, and the process is terminated by resetting t. The decision to shift to the deceleration start mode is made based on whether the deviation between the speed command (1) and the elevator speed (2) is smaller than a predetermined value Vv.

604 if not [transfer to deceleration start mode]
At step 605, it is determined whether or not the transition to the deceleration start mode is about to occur. If not, at step 605, a torque command is generated so that the elevator speed becomes equal to the rated speed, and the process ends. In 605, first, the rated speed ■ and the elevator speed V.

Add 1 to the integral gain to the deviation, and add the previous torque command T to that value to obtain Tt. 0th order: Multiply the deviation between the rated speed Vs and the elevator speed IVm by the proportional gain Ky to that value. A torque command T is calculated by adding Tl obtained previously. In this way, the elevator-shutdown It V is proportionally and integrally controlled so as to be equal to the rated speed VsK. 607 if it is just before switching to deceleration start mode;
At 608, the deceleration f is increased little by little in preparation for the deceleration start mode. T of 607, / is the final value of 605, 's' (
The slope of the curve should be about the same as '4'('). Matabe 1M
As shown in 607 to 610 in the acceleration end mode, almost the same effect can be obtained even with non-return anticipation control. Note that it can be omitted unless softening is performed for every pth power of 604.606 to 610Fi. In the rated running mode, unlike the constant speed running mode shown in Figure 1815, the elevator speed must be controlled so as not to exceed the rated speed fv1, so it is necessary to perform the processing in 605 instead of 45,4460 be.

In the deceleration start mode 700, as shown in FIG.
Determine whether or not to move (on the deceleration command) with Ol, and then
If s, set the completion flag of deceleration start mode to 702.
At 7o3, the foot deceleration mode is executed once, t is reset, and the process ends. A determination as to whether or not the power of 9 has shifted is made based on whether the conductivity command ■□ has become smaller than the elevator speed V. If not, the driving direction is determined at 704, and if it is up, the final value of the previous mode T- is determined at 70B.
The current torque command T is obtained by subtracting the function fs(1) from and the elevator acceleration KA, updating t, performing deceleration start mode processing at a predetermined zero speed change rate, and ending the process. Similarly in the case of descending operation, KJa weir 706,
At 708, deceleration start mode processing is performed.

2flAI111tmor800FijlI2 Or!
AK indication fj 5K First, at 801, set a predetermined position before the level of the scheduled stop <2-jL)tT″l
If es is successful, the constant deceleration mode completion button is set in 802, and the deceleration reduction mode is executed one time in 803, and the process ends. Judgment 801 is based on the distance between the scheduled stop floor and the car.
(2.] Depends on whether L) is reached or not. If distance L > ri pass ΔL, the car passes over the landing level f at 804.
Just to be sure, check whether it is 9 or not, and if y@s is 6, issue a stop command to the elevator at 805, and if it is no, perform torque control so that the foot-blocking degree can be obtained at 806. end. To generate the torque command sO6, first multiply the deviation between the moderate command η and the elevator speed II V m by the integral gain and add it to the previous torque command T to obtain Ttt, then the speed command V, and the elevator series jl! The current torque command T is calculated by multiplying the deviation from V* by the proportional gain Kp, k and adding it to TII. Through this processing, torque control including the distance*element is performed in a proportional-integral manner.

The speed command Vt is calculated from a part of the square root function (related to L) before the j121gOX point. This will be explained in the section on the speed command V t'n deceleration reduction mode after point X.

The process 805 is, for example, a process in which 1 is set as O in the process 806.

In the deceleration reduction mode 90G, as shown in Figure #I22, it is first determined in 901 whether the ride angle has exceeded the landing level, and if yes, a stop command similar to 805 is generated in 902 and the process is completed. If NO, in step 903, torque control is performed to reduce the deceleration at a predetermined deceleration change rate, and the process ends.Process 903 is similar to process 806, but the speed commands are different from Vbreath' and V*. 211i1 (a), (shown in bl)■l' is calculated as a linear function with respect to distance, but if this is further calculated as a higher-order function with respect to L, the multiplier just before landing can be calculated. Furthermore, if the characteristic has a dead band such that V r ' becomes O a little before the scheduled stop floor (ΔL in the figure) as shown in Φ), then the operation will occur from the torque command to the time when the motor generates torque. Even in systems with delays, problems such as reversal when the elevator stops will not occur.

As described above, according to this embodiment, the elevator car can be controlled by constantly switching the torque commands corresponding to the speed control, acceleration control, and acceleration change rate control of the elevator car.
Since the elevator is controlled, a great effect can be achieved in that it can continuously achieve good crowds from the start to the stop of the elevator.

Furthermore, in this embodiment, the torque command is calculated each time a task is activated in each mode, which is completely different from a method in which multiple speed patterns or acceleration patterns are stored in advance and used. [Unnecessary idiot] Or, even when driving at intermediate speeds, you can comfortably ride at the highest speed possible and smoothly transition from acceleration to deceleration.

Furthermore, in the constant acceleration mode, the busy control system automatically operates so that the torque command line does not exceed the predetermined optimum value A. The effect is that there is no need to make adjustments to the chest.

In addition, in the case of zero power generation operation, etc., it is important to consider the power supply capacity.C) x
Various proposals have been made to reduce the acceleration/deceleration of v-p and start multiple elevators at the same time to hasten the return to the standard floor, but conventional speed pattern, rurui or acceleration pattern storage methods Alternatively, in the method of controlling the elevator while calculating the speed pattern, it is not possible to easily change the acceleration/deceleration speed, but in this embodiment, if the self-starting execution flag is set, the automatic operation execution flag is set. Effects that can be easily achieved by using a predetermined acceleration/deceleration the, the value of M1, and the function 's(t) by 1/2 can also be considered.

According to the present invention, the riding comfort of an elevator can be improved and highly accurate control can be performed.

[Brief explanation of the drawing]

FIG. 1 is an elevator control circuit diagram of a conventional example, FIGS. 2 to 4 are operation explanatory diagrams of FIG. Figure 7 aS
8-7-22 are detailed flowcharts of rounding to implement the present invention. 1... Speed command generator, 3... Phase shifter, 4...
Thyristor bridge group, 14...load detection device, 16
...Microprocessor, 17...Read-only memory, 1B...Random access memory, 19...
・Peripheral Inter7S adapter, 20...Programmable timer module, 22...Digital-
Analog converter, 23...Analog-digital converter, 24...Pulse generator, M...Mode size f
fi life fF, Tj...passenger volume, 'l'bu, 'l'
bl... Bias amount for startup compensation, 'I'ru, '1'
rD... Reverse operation compensation amount, T... Torque command value, T
n...Initial value of torque h command, m...Elevator -
Acceleration, Mu...Predetermined acceleration, Mui...Predetermined deceleration 1
1, 'A...Speed command, ■1'...Second speed command information, ■,...Elevator speed, Δt...Task startup interval open, L...Planned stop floor The distance between and the multiplier, X...Speed command ■, and the switching point between the second speed command information, K! . KP...Gain, 1n(t)...When controlling the acceleration/deceleration change rate? Kokaya 10th item I, Azusa Tomo 12 Zuko/J 口Vz' Tea 74 Endai 75 Zuho 76 7 Hou 77 Figure 20 Kokudai 21st item Otsu L 6L (b) Continuation of Hana 22nd page 1 @ Inventor Sadao Yasukari 3-1-1 Saiwaimachi, Hitachi City Stock % Formula %

Claims (1)

[Scope of Claims] 1. Elevator-driving electric motor, driven by this electric mK, and equipped with a nine-power car suspended in the shape of a vine via a lobe connected to a -vp heavy pipe at one end. An elevator comprising: means for generating an acceleration command; an acceleration control system for controlling the electric motor according to the acceleration command; a means for generating a good signal in proportion to the acceleration of the electric motor; and a means for applying a negative NR signal to the acceleration control system.
Device. 'L In the elevator control device according to claim II, the acceleration command includes a constant force device mode and an acceleration mode change command. 1. Claim S, Paragraph 1, comprising: a moderation command generating means; and a speed-intermittent control system for controlling the electric motor in accordance with the speed control command, and switching between the acceleration lock control and the speed control. An elevator control device configured to control the electric motor.