JPS6169675A - 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] [Field of Application of the Invention] The present invention relates to a control device for an elevator having a sliding part such as a car steadying device in the running system of a car, and particularly relates to [Background of the Invention] The structure of the car running system of a general elevator is roughly as follows:
As shown in FIG. 2, a car 3° and a counterweight 4 are suspended by ropes from a sheave 2 which is rotationally driven by a drive motor 1.

If this continues, the car 3 will swing back and forth and left and right, so it is fixed to a building etc. (a guide rail 5 is engaged with and can slide only in the up and down direction! A shoe) 6 is provided on the car 3Vc.Although it is customary that the counterweight 4 is also provided with a guide rail and a guide shoe, they are omitted in the figure.

Therefore, in such an elevator, considering the frictional force generated by the sliding parts such as the guide rail 5 and the guide shoe 6, the electric motor changes as shown by the solid line in Fig. 3. The torque required for 1 is determined.

However, the frictional force caused by sliding parts such as the guide rail 5 and guide shoe 6 includes so-called static friction and frictional force, and the force due to static friction is generally much thicker than the force due to dynamic friction (for this reason, As shown in Figure 4, the frictional force when the car moves from a stopped state to a running state ranges from a fairly large frictional force caused by static friction when stopped to a relatively small frictional force caused by dynamic friction after it starts running. After the car starts running, the frictional force does not change much even if the speed of the car increases.

As a result of the frictional force caused by static friction and dynamic friction, when the car starts from a stopped state, the required torque changes greatly, as shown by the broken line in Figure 3, and the speed increases accordingly. It will change. In other words, at the start, the electric motor generates a large enough torque to overcome the static friction force so that the car can run, but once the car starts running, the torque required is steep and wide. Therefore, unless the torque is suddenly reduced at this point, large speed fluctuations will occur.

On the other hand, in order to reduce such speed fluctuations at the start, the VC should sufficiently increase the responsiveness of the speed control system (・However, the speed control system of such an elevator is a feedback control system. This makes it extremely difficult to provide high responsiveness due to constraints such as control stability.

Therefore, conventional elevators have the drawback of being unable to sufficiently suppress speed fluctuations at the start of the car, resulting in poor ride comfort.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide a control device that has a simple configuration, can sufficiently suppress speed fluctuations at the start of a car, and can provide an elevator with a comfortable ride, while eliminating the drawbacks of the prior art described above. be.

[Summary of the invention]

In order to achieve this object, the present invention generates the driving force necessary to cancel out the static friction force produced by the sliding parts of the running system of the car by knowing in advance the driving electric motor before starting the car. It is characterized by the fact that it is kept as

[Embodiments of the invention]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The elevator control device according to the present invention will be explained in detail below with reference to illustrated embodiments.

FIG. 1 shows an embodiment of the present invention, in which 1
11 is an inverter for supplying AC power to the drive motor 1; 12 is a converter for supplying inverter tiVC DC' (9) power; 13 is a pulse-width modulated converter for the inverter 11. A PWM control device for controlling, 14 a current control device for giving a necessary voltage command to the PWM control device 13, 15 a current command device for giving a current command to the current control device 14vc, 1
6 is a current detector for detecting the actual current value supplied to the ground motor IK; 17 is a speed control device for giving a necessary torque command to the current command device 15; and 18 is a speed for detecting the speed of the car. Detector, 19 is a compensation control device that generates a torque command necessary for friction compensation, 21 is a comparator,
22 is an adder. It should be noted that, except for the compensation control device 19 and the adder B, it is the same as the well-known elevator control device, and compares the given speed command and the actual speed of the car using a ratio f, and determines if the two match. The drive motor 1 generates the necessary torque by controlling the inverter 13. Also, at this time, the comparator 21 compares the current command with the iL current actually supplied to the drive motor 1, and control is performed in the direction that the two match.

FIG. 5 shows an embodiment of the compensation control device 19, in which the operational amplifier'
zs, #j capacitor adjustment, input resistance δ, 27, capacitor B discharge resistor A, 28, and when a running command is input, it switches to the upper contact B, and when running detection is input, it switches to the lower contact. It consists of a switch 29 that switches the contact AK on the side, and when the driving command is generated and the switch 4 switches from the lower side to the upper side, the capacitor changes over time in a nearly straight line from zero due to the integral effect, as shown in Figure 6. Then, when the switch 29 is switched to the lower side due to running detection.

Compensation torque output CT rapidly decreases to zero after this point
is designed to be obtained.

Further, a traveling direction signal is inputted to the compensation control device 19, and K becomes negative when the traveling command is positive, and K becomes positive when the traveling command is negative.

This makes it possible to obtain a compensation torque output that matches the polarity of the speed command. Note that the polarity of the running command instructs the running direction of the next car; for example, when the running command becomes positive, it indicates that the car is to run in the upward direction, and on the other hand, when the running command becomes positive, it indicates that the car is to run in the downward direction.

Returning to FIG. 1, the output CT of the compensation control device 19 is set to 5, which is input as a torque command to the current command device If15 via an adder n.

Next, the operation of the embodiment shown in FIG. 1 will be explained using the time chart shown in FIG. 7.

Now, at time t0, when a travel command is issued, such as when a call is added to the elevator, switch 4 first switches from contact A to BK in response to this, and as a result, compensation control device 19 is activated at time t. A compensating torque output CT whose voltage increases approximately linearly starts to be generated.

Since the compensation torque output CT+x is input to the current command device 15 via the adder B, the torque of the drive motor 1 also becomes a finite value from time t0, and from then on, the compensation torque output CT
The number of jobs following VC increases (.

However, in this state, the speed of the passenger car and the passenger car 3 is still zero due to the static friction force generated by the sliding parts of the car traveling system, such as the guide rail 5 and the guide shoe 6 (Fig. 2). It remains stopped.

On the other hand, during this period as well, the torque of the electric motor 1 is increased by the output CTVc of the compensation control device 19 in the direction of canceling out the static friction force appearing on the sliding part, so that the torque of the electric motor 1 is increased at a time after time t0. Suppose that the torque generated by the sliding part reaches a value equal to the static frictional force appearing on the sliding part and is about to exceed it.

Then, the static friction force appearing in the car running system at this point is completely canceled out by the torque generated by the electric motor 1, so the car starts running from this point on, and the speed detector 18 responds accordingly. The start of running of the car is detected at time tlVc, which is slightly delayed from this point, by the output of , and switch 4 is switched from contact B to contact A at this time. Also, at the same time, at this time 1. The speed command is started from.

As a result, the compensation torque output CT suddenly increases after time t1.
On the other hand, since the current command device 15 is inputted via the adder 4 with the torque command which has been rising at time t1, the compensation torque output CT and the torque are changed at time t after time t1. The commands are now equal, and henceforth,
Since the torque command becomes larger, the torque of the drive motor 1 eventually becomes larger at time t, as is clear from FIG.
. The period from t to time t is determined by the output CTK of the compensation control device 19, and after this time t, it is determined by the torque command given by the speed command.

Therefore, according to this embodiment, when the first car starts running, the static friction force due to its sliding parts is already canceled out by the torque generated by the electric motor 1, and then the car starts running. When the frictional force caused by the sliding part turns into dynamic frictional force and rapidly decreases, the torque generated by the electric dlK is also rapidly reduced to the small torque given by the speed command, so as shown in Fig. 3. It is possible to obtain the smooth speed characteristics of the next car as shown in Fig. 7 without causing sharp torque changes or speed fluctuations after the car starts running, as explained by the broken line in Figure 7. This makes it possible to sufficiently suppress deterioration in ride comfort. Note that time t0
From 1. Since the period until the departure is extremely short, there is no risk of causing any discomfort to the passengers.

By the way, so-called load compensation control is conventionally known as the compensation control c given when an elevator car starts traveling.

Therefore, an embodiment in which the present invention is used in conjunction with this well-known load compensation control will be described.

In FIG. 8, 23 is a load compensation device, 24 is an adder, and the compensation torque output CT of the 6JJ device 19 and the load compensation torque output CL of the load ura [Shosou Shiroden] are applied to the adder and MJ is calculated. After that, it is inputted to the DC command device 15 via the adder η shown in FIG.

The load compensator 23 measures the loaded weight of the Sakae car 3, and based on that, checks the balance state with the counterweight 4.
Calculate the load torque that will be applied to the shaft of the electric motor 1 when the unbalanced state occurs, and calculate the torque that is equal to the torque due to the unbalanced state in advance when the car 10 starts traveling. This is for generating electricity by the electric motor 1, and is well known as mentioned in 5 above.

Further, the load compensation command at this time is a signal that rises immediately before the brake for mechanically fixing the shaft of the electric motor 1 is released by the car running control. It should be noted that this n may be considered to be substantially the same for the travel command in the embodiment shown in FIG.

Therefore, according to this embodiment, the torque command given to the current command device 15 is π as shown in FIG. 9, and it is possible to improve both the static motion caused by the sliding part and the deterioration of ride comfort caused by the load imbalance. can.

Although the above explanation is about an embodiment of an elevator using an induction motor controlled by an inverter, it goes without saying that the present invention is also applicable to an elevator using a DC electric pole. .

In addition, the present invention can also be implemented by giving a larger amount of load compensation torque in advance and reducing it to an accurate load compensation torque value by detecting running. can be obtained.

〔Effect of the invention〕

As explained above, 5VcS According to the present invention, it is possible to compensate for changes in the frictional force due to sliding parts such as the guide rail and guide shoe at the corner of the ride. The pressure can be sufficiently suppressed, acceleration at the corners can be performed smoothly without shock, and an elevator with good riding comfort can be easily obtained.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing an embodiment of the elevator control device according to the present invention, Fig. 2 is an explanatory diagram showing the configuration of a running system of a general elevator, and Fig. 3 is a diagram showing torque during car acceleration. FIG. 4 is a characteristic diagram of frictional force in a sliding part, FIG. 5 is a circuit diagram showing an embodiment of a compensation control device, FIG. 6 is a characteristic diagram of compensation torque, 7 is a time chart for explaining the operation of the embodiment of FIG. 1, FIG. 48 is a block diagram for explaining another embodiment of the present invention, and FIG. 9 is a time chart for explaining the operation of the embodiment of FIG.
FIG. 3 is a characteristic diagram showing compensation torque in the illustrated embodiment. l...Drive motor, 11...Inverter, 12...Converter, 13...
PWM control device, 14...Current control device, 15
...Current command device, 16...Current detector, 17...Speed control device, 18...
Speed detector, 19...Compensation control device. Fig. 1 Fig. 2 Fig. 3 Fig. 4r: A Fig. 5 Q Fig. 6 All figures Fig. 7 Loop hardness 1゜ Fig. 8 Fig. 9

Claims (1)

[Scope of Claims] 1. In an elevator including a sliding part in the car traveling system, for generating a torque in a car driving electric motor corresponding to the frictional force produced by the sliding part when the car is stopped. An elevator control device characterized by being provided with compensation control means. 2. In claim 1, the compensation control means generates a torque command that increases sequentially from the generation of the car travel command until the car starts traveling, and rapidly decreases from the time the car starts traveling. An elevator control device characterized by being configured as follows. 3. The elevator control device according to claim 1, wherein the compensation control means is configured to be used together with compensation means for unbalanced torque between the car and the counterweight.