KR100995161B1 - Elevator control apparatus - Google Patents

Abstract

The power supply to the inverter 4 is obtained by changing the maximum speed or acceleration in accordance with the load and the moving distance, shortening the driving time, and shortening the traveling time of the passenger, thereby increasing the driving efficiency of the car. In an elevator driving a hoisting machine 6 having a counterweight 8 connected by a motor 5 to a passenger car 7 via a rope, a car load detection for measuring the weight of the passenger car 7 as a car load. Set by the means 2, the next stop layer setting means 1 for setting the next stop layer, and the car load and next stop layer setting means 1 obtained by the car load detection means 2; And a car speed pattern generating means (3) for generating a car speed pattern in which the passenger car (7) reaches the next stop layer in the shortest time within an allowable driving range of the motor (5) based on the next stop layer. do.

Description

Elevator control device {ELEVATOR CONTROL APPARATUS}

1 is a block diagram showing a first embodiment of the present invention,

2 is a characteristic diagram showing the relationship between the generated torque and the rotational speed of a motor according to the first embodiment of the present invention;

3 is a schematic diagram for deriving a mechanical system model of an elevator in Embodiment 1 of the present invention;

4 is a diagram showing a car speed pattern and a torque pattern of a motor in Embodiment 1 of the present invention;

5 is a flowchart showing a car speed pattern calculation procedure in Embodiment 1 of the present invention;

6 is a diagram showing the relationship between each parameter and constraints in the calculation of the car speed pattern according to the first embodiment of the present invention;

7 is a diagram showing an example of car speed pattern calculation in Embodiment 1 of the present invention;

FIG. 8 is a view for explaining a lower view of FIG. 7; FIG.

FIG. 9 is a diagram showing a car movement distance when driving with a stopped car speed pattern of FIG. 7;

10 is a configuration diagram showing a second embodiment of the present invention;

11 is a flowchart showing a car speed pattern calculation procedure in Embodiment 2 of the present invention;

12 is a view showing a mobile floor of a car and its occurrence probability in Example 3 of the present invention;

13 is a flowchart showing a simplified speed pattern calculation sequence in Embodiment 3 of the present invention;

14 is a diagram showing an example of calculation of a speed pattern in Embodiment 4 of the present invention;

15 is a diagram showing a relationship between an output frequency and a torque of a conventional variable speed apparatus.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator control apparatus that adjusts an acceleration or a maximum speed by changing a speed pattern or the like given to a motor such as an elevator according to a load.

The technique regarding the conventional elevator control apparatus is demonstrated, referring FIG. It is a figure which shows the relationship of the output frequency (speed: following frequency is synonymous with speed) and torque of the control apparatus of the conventional elevator. In Fig. 15, f0 is the base frequency (rated speed), Tmax is the maximum output torque value, Tx is the torque value required for the first load, Ty is the torque value required for the second load (<first load), and fx is the first. The maximum output frequency that can be output for the load, fy, represents the maximum output frequency that can be output for the second load, respectively.

In a frequency band of the base frequency f0 or more, for example, the maximum output frequency for the first load (required torque Tx) becomes less than or equal to the frequency fx since the torque obtained in the frequency band higher than the frequency fx becomes smaller than the torque Tx required for the first load. . The maximum output frequency for the second load (required torque Ty) is less than or equal to the frequency fy since the torque obtained in the frequency band higher than the frequency fy becomes smaller than the torque Ty required for the second load.

As mentioned above, in order to acquire sufficient torque with respect to various loads big and small, the motor was rotated by setting an operating frequency to the frequency below the output frequency which can obtain the torque with respect to a maximum load.

In the above-mentioned control apparatus, when the load is small, the maximum output frequency can be set high. However, when the load is large, there is a problem that unless the maximum output frequency is set low, sufficient torque cannot be obtained and the elevator cannot rise. Therefore, it was necessary to set the maximum output frequency to a frequency where sufficient torque can be obtained for the case where the load is maximum.

That is, in the example shown in FIG. 15, the maximum output frequency was set to fx, and even when the load was small, the maximum output frequency was fx. For this reason, when the load is small, acceleration takes a long time because the maximum output frequency is low, and there is a problem that the operation time is not shortened and the efficiency is bad.

In this problem, Japanese Unexamined Patent Application Publication No. 3-56308 discloses a power value from a frequency and a current higher than the rated frequency from a voltage and a current, and outputs a speed set value to the variable speed device by comparing with the power value at the rated frequency. .

Moreover, in the control apparatus in Unexamined-Japanese-Patent No. 8-107699, in the variable speed apparatus which has an inverter part which converts DC power into variable frequency and variable voltage AC power, it detects the DC bus voltage of the input side of an inverter part. The magnitude of the load connected to the inverter unit is automatically determined by using the voltage detection circuit, the current detection circuit for detecting the current of each phase on the output side of the inverter section, the detected DC bus voltage and the current of each phase detected, and the maximum output frequency It is provided with a control circuit for determining and outputting.

In the conventional control apparatus, the maximum speed was changed in accordance with the load in order to shorten the operation time. However, the driving time cannot be shortened only by increasing the maximum speed. If the moving distance is short, the driving time is considered to be shorter when the acceleration is increased than the maximum speed. For this reason, there is a problem that the driving time becomes long depending on the moving distance only by changing the maximum speed in accordance with the load.

The present invention has been made to solve the above problems, and an object of the present invention is to provide an elevator control apparatus capable of shortening an operation time by changing the maximum speed or acceleration in accordance with a load and a moving distance.

The elevator control apparatus of the present invention is a car that drives a hoist having a balance weight connected to a passenger car via a rope by a motor fed by an inverter, the car measuring the weight of the passenger car as a car load. The motor based on the load detection means, the next stop layer setting means for setting the next stop layer, the car load obtained by the car load detection means, and the next stop layer set by the next stop layer setting means. And a car speed pattern generating means for generating a car speed pattern in which the passenger car reaches the next stop layer in the shortest possible time within the allowable driving range of.

In addition, the component temperature detection means for measuring the temperature of the components constituting the inverter, the limit temperature setting means for setting the temperature rise threshold value of the component, the component temperature obtained from the component temperature detection means and Further comprising a temperature rise allowance value calculating means for calculating a temperature rise limit allowable value based on the temperature rise limit value set by said limit temperature setting means, and said car speed pattern generating means further includes a temperature rise limit allowance of said component. The passenger car is driven to the next stop layer within the shortest time within the allowable drive range of the motor and within the temperature rise limit tolerance value within the allowable driving range of the motor based on the value and the car load and the next stop layer. It is to create a car speed pattern to reach.

The speed pattern generating means determines the upper limit of the rate of change of the car maximum speed, car acceleration, and car acceleration when generating the car speed pattern.

Further, the car speed pattern generating means converts the motor torque waveform related to the car speed drive command applied to the motor into a current value flowing through the component, and the current value waveform is a function of the temperature rise limit tolerance value. The car speed pattern is generated based on the constraints.

Further, the next stop layer setting means may stop the average stop of the car obtained from the statistics of the number of times the elevator stop layer for generating the car speed pattern from the starting number of elevators and the stop determination floor to stop next. It is a layer.

The next stop layer setting means sets the average stop layer of the car as a stop layer in which the expected value of the travel time from each start layer to the stop crystal layer is minimized.

The next stop floor setting means sets the average stop floor of the car based on the statistics of the stop decision floor for each time zone where passenger demand is different.

The car speed pattern generating means generates a car speed pattern by comparing the next stop layer and the average stop layer of the car.

Further, the car speed pattern generating means generates a car speed pattern by comparing the stopable layer in which the car can stop and the average stop layer of the car.

(Example of the invention)

Best Mode for Carrying Out the Invention Embodiments of the present invention will be described below with reference to the drawings.

(Example 1)

1 is a configuration diagram showing Embodiment 1 of the present invention. In Fig. 1, reference numeral 1 denotes a next stop layer setting means for setting a next stop layer, reference numeral 2 denotes a car load detection means, reference numeral 3 denotes a car load and a next stop layer setting obtained by the car load detection means 2; Car speed pattern generation for generating a car speed pattern in which the passenger car 7 reaches the next stop layer in the shortest time within the allowable driving range of the motor 5 from the next stop layer set by the means 1. Means, 4 is an inverter, 6 is a hoist with a counterweight 8 connected to the passenger car 7 via a rope.

The next stop floor setting means 1 can be realized by providing a device for registering the next stop floor in a ride place and a car. It can also be set remotely by communication means such as wireless.

Next, the operation will be described with reference to FIGS. 2 to 5. 2 is a diagram illustrating the characteristics of the motor torque and the motor rotation speed. 3 is a diagram illustrating a relationship between the motor 5, the hoist 6, the car 7, and the balance weight 8. The lower part of FIG. 4 shows a motor torque pattern, and the upper end shows a car speed pattern at that time. 5 is a flowchart showing a processing procedure for generating a car speed pattern.

In Fig. 2, the motor 5 is operable in an area including an oblique line region surrounded by a motor torque axis and a curve and on the boundary thereof. This area may be a convex set, but otherwise, the operating area may be approximated to be a convex set. The region in which the torque is positive represents the retrograde state, and the region in which the torque is positive represents the regenerative state. This area is represented by Ω.

In Fig. 3, Tm is the motor torque, J is the characteristic moment of the hoist, r is the radius of the hoist, m1 is the counterweight mass, m2 is the car mass, α is the car acceleration, and ω is the rotation speed of the hoist. In addition, let g be gravity acceleration. By inducing a motion equation with respect to the structure of the figure, the relationship between car acceleration and motor torque is obtained as shown in the following equation.

In addition, in the structure of FIG. 3, although the relationship of car acceleration and motor torque is shown as Formula (1), if the relationship of both can be described as a linear function, it is not necessarily limited to this structure. Next, if the rotational speed of the motor is equal to the rotational speed of the hoist and v is the car speed, the car speed can be calculated from the rotational speed of the motor as shown in the following equation.

Therefore, FIG. 2 can be converted into a relationship between motor torque and car speed.

In addition, although the rotational speed of the motor and the rotational speed of the hoisting machine are the same, it is not necessary to be limited to the above equation 2 as long as the relational expression of both is a transformation that can be described as a linear function. For example, the present invention can be applied to a case where a speed reducer or the like is used.

In FIG. 4, the velocity pattern at the upper end is calculated by the above Equation 1 and its integral value with respect to the torque pattern at the lower end. In Fig. 4, t0 to t7 represent time, Δt1 to Δt7 represent time intervals, v0 to v7 represent car speeds for each time, and Tm0 to Tm7 represent motor torques for each time. Where Tm0 = Tm3 = Tm4 = Tm7 = T _M0 , Tm1 = Tm2 = T _M1 , Tm5 = Tm6 = T _M2 . In addition, v0 = 0 and t0 = 0.

In Fig. 4, the sections? T1,? T3,? T5, and? T7 are constant running of jerk (change rate of car acceleration) value, the sections? T2 and? T6 are acceleration constant travel, and the sections? T4 are speed constant travel section. In addition, the balance torque T _M0 may be calculated as shown in Equation 3 by substituting α = 0 in Equation 1 above.

In Fig. 6, Δl1 to Δl7 are the moving amounts of cars between the sections Δt1 to Δt7, respectively. α1 and α2 are absolute values of car accelerations in the intervals Δt2 and Δt6, respectively, and can be calculated as shown in the figure by using Equations 1, T _M1 , and T _M2 . Further, β1 to β4 are absolute values of jerks of the intervals Δt1, Δt3, Δt5, and Δt7, respectively, and can be calculated as shown in the figure using the above calculated α1, α2 and Δt1, Δt3, Δt5, Δt7. The speeds v0 to v7 can be calculated as shown in the figure by using the above calculated α1, α2, β1 to β4 and Δt1 to Δt7.

Δl1 to Δl7 can be calculated as shown in the figure using v0 to v7, α1, α2, β1 to β4 and Δt1 to Δt7 calculated above. Therefore, Δl1 to Δl7 can be described as time parameters Δt1 to Δt7 and motor torques T _M1 and T _M2 as parameters. If the moving distance of the car is L, then L = Δl 1 + Δl 2 + Δl 3 + Δl 4 + Δl 5 + Δl 6 + Δl 7.

The calculation method of the shortest time velocity pattern in Example 1 is demonstrated using FIG. 5, FIG. In Fig. 5, in the next stop layer setting process of step 21, the moving distance L of the car is set based on the next stop layer set by the next stop layer setting means 1.

Next, in the parameter reading process of step 22, the value of the weight m1 of the counterweight 8, the radius r of the hoisting machine 6, the moment of inertia J of the hoisting machine 6, and the gravity acceleration g are read.

Next, in the car load detecting process of step 23, the car weight m2 is detected by the car load detecting means 2.

Next, in the constraint setting process of step 24, the constraints in Fig. 6 are set, and among them, the upper limit value of the maximum speed of the car, the upper limit value of the car acceleration, and the upper limit value of the car jerk are determined.

In other words, v-, α1-, α2-, β1-, β2-, β3-, and β4- are designated among the constraints expressed by the equation (4). As can be seen from Equation 4, for convenience, a bar is attached to the upper part of each code).

Next, the optimization problem solving process of step 25 solves the optimization problem of minimizing the objective function T (run time) defined by the following equation (5) based on the above equation (4) which is a constraint condition. This problem becomes a nonlinear planning problem with Δt1 to Δt7, T _M1 and T _M2 as parameters, and can be solved numerically.

Next, in the speed pattern generation process of step 26, using the? T1 to? T7, T _M1 and T _M2 obtained by the optimization problem solving process of step 25 and v1 to v6 in FIG. Create v.

T1 = Δ, t2 = t1 + Δt2, t3 = t2 + Δt3, t4 = t3 + Δt4, t5 = t4 + Δt5, t6 = t5 + Δt6, t7 = t6 + Δt7.

According to the above procedure, the car speed pattern which reaches the earliest within a constraint according to a load is produced | generated.

The restriction on the car speed has the effect of adjusting the maximum speed of the elevator, so that the car speed can be obtained within a desired range, thereby preventing the speed from becoming too high. On the other hand, by designating v- to be larger than the car speed derived from Equation 2 from the maximum rotational speed of the motor, a car speed pattern is generated that reaches the earliest within the range of motor characteristics without being limited to the maximum car speed. can do.

In the constraint on the car acceleration, setting the upper limit to a small value has the effect of improving the comfort of the elevator. In addition, since the generated torque of the motor is suppressed, excessive operation of the motor and the inverter can be avoided, and energy saving can be realized. In addition, there is an effect of reducing the heat generation of the motor, inverter. The constraint on jerk is to reduce the upper limit, thereby improving the comfort of riding the elevator and increasing the maximum speed when driving in the speed pattern of FIG. 4. In addition, when the passenger is not riding, the driving efficiency of the car can be increased by increasing the upper limit values of the car acceleration constraint and the jerk constraint. Moreover, when the moving distance is short, the one which set car acceleration and the upper limit of jerk larger may reach earlier than setting the upper limit of car maximum speed large. Therefore, by setting any one of the car speed, car acceleration, and the rate of change (jerk) of the car acceleration, the car speed pattern can be easily generated.

The torque constraint has the effect of bringing the speed pattern and torque pattern of FIG. 4 within the operating range of the motor. When the torque constraint is approximated, for example, by combining a straight line at the boundary of Ω, the system becomes an inequality condition and is easy to solve.

By selecting the torque pattern as shown in Fig. 4, the torque pattern in the entire time section can be brought into the operating range of the motor only by adding Tm1 to Tm7 as torque constraint conditions. Thus, the amount of calculation can be reduced.

In FIG. 4, the time interval is divided into Δt1 to Δt7 and the torque pattern is set as shown in the lower end of FIG. 4, but the torque pattern from the initial acceleration to the maximum speed is convex in each time interval. function), and the torque pattern from the initial deceleration to the deceleration stop becomes a concave function in each time interval, and as described above, the torque constraint can be evaluated only by the torque constraint in the time interval disadvantage. Can be.

In addition, even when the number of divisions in the time interval is changed, if the torque pattern as described above is satisfied, the torque pattern in the entire interval is within the operating range of the motor. At this time, a car speed can be calculated | required by converting from a torque pattern into a car acceleration pattern, and integrating it. Further, the travel distance can be obtained by integrating the car speed pattern. Car acceleration constraints and jerk constraints can be formulated as optimization problems as described above by using the method of limiting each maximum value in each time interval. At this time, by smoothing the torque pattern or increasing the number of time intervals, a smoother speed pattern can be generated, resulting in improved riding comfort.

In formulating and obtaining an optimization problem, the unknown variables are torque and time intervals. However, as long as the speed pattern is a combination of the variables that are uniquely determined, other combinations have the same effects as described above. For example, even if an unknown variable is selected as an acceleration and a time interval, it can be formulated as an optimization problem. At this time, the constraint expression is equivalent to the above. Also, the objective function does not change.

In addition, the formulation of the optimization problem for reaching the shortest time when the car descends can apply the same way of thinking as described above.

With respect to the plurality of car loads and constraints, the speed pattern calculated by the optimization problem solving process of step 25, the speed pattern generation process of step 26, or data corresponding thereto is pre-calculated and provided in the speed pattern generating means 3. The same effects as described above can also be realized by storing the data in a table and storing the data in a table. At this time, since the calculation by the optimization problem determination process of step 25 is not required, it can be realized by a more inexpensive computing device.

A speed pattern determined in accordance with the above-described procedure will be described with reference to FIG. 7.

In Fig. 7, upper, middle, and lower ends are motor torque patterns, car speed patterns, and Fig. 2 are converted to motor torque and car speed according to Equation 2 (line of torque constraint). The car speed pattern of the suspension is obtained by the upper motor torque pattern. Moreover, the curve shown by the hexagon in the torque characteristic diagram of FIG. 7 lower stage has shown the drive locus of the motor with respect to the motor torque pattern of the upper end, and the car speed pattern of the interruption. Although these three patterns are shown, it shows that the ratio of the car weight m2 and the weight m1 of the counterweight is changed, respectively, and the speed pattern was calculated | required according to this Example.

At this time, the maximum speed of car, jerk, and acceleration were made into arbitrary upper limits (same with respect to 3 patterns) also in any pattern. Among these, the maximum speed of the car is set to be larger than the rotational speed of the motor, so that the maximum speed of the car can be obtained as large as possible within the driveable area of the motor. In addition, the moving distance is the same in all patterns. When the torque pattern (speed pattern) of the shape of FIG. 4 is provided, the drive locus of a motor will become a hexagon as shown in the lower figure of FIG. It is demonstrated by FIG. 8 that these speed patterns satisfy the above equation (4) which is a constraint condition.

FIG. 8 is a diagram for describing a motor driving trajectory at the bottom of FIG. 7. The drive trajectory of the motor moves the hexagonal phase with time as shown in the figure. Symbols in the drawings correspond to FIG. 4. Therefore, the maximum speed of the car is the speed on the point of v3 or v4. About car acceleration, the quantity shown by the arrow in a figure is proportional to the absolute value of car acceleration.

In the car jerk, the absolute value of the inclination of the side shown in the figure is inversely proportional to the jerk time (acceleration / jerk). In the lower part of FIG. 7, it can be seen that the speed pattern is generated in the driveable area of the motor because all the motor drive trajectories exist within the motor torque constraint area. In addition, it can be seen that by being present on the boundary of the motor torque constraint region at v3 or v4, a pattern is generated which produces the highest possible speed.

In car acceleration and car jerk, it is understood that all the speed patterns of FIG. 7 interruption have the same inclination during acceleration, and the shape of the acceleration rounding-off is also limited, which is limited to the set upper limit value. 9, the graph (car movement distance) which integrated the speed pattern of FIG. 7 interruption is shown. From this figure, it turns out that the moving distance becomes the designated value with respect to all the patterns. From the above, it can be seen that the acceleration and jerk exist within the upper limit while generating the speed pattern that arrives at the earliest in accordance with the car load while satisfying the constraint expression of the above expression (4).

(Example 2)

The invention described below in the present embodiment is obtained in addition to all the methods described in the first embodiment. Fig. 10 is a configuration diagram showing Embodiment 2 of the present invention. In this embodiment, the electronic component temperature detection means 11, the limit temperature setting means 12, and the temperature rise allowable value calculation means 13 as the component temperature detection means are employed in the configuration of Fig. 1 described in the first embodiment. It is a new arrangement.

In FIG. 10, the electronic component temperature detection means 11 is for detecting the temperature of electronic devices such as an inverter and the electronic components constituting the same, and there is a temperature sensor such as a thermistor. The limit temperature setting means 12 is for setting the upper limit value or the lower limit value of the temperature which ensures that the above-mentioned electronic device operates normally. The temperature increase allowance value calculating means 13 calculates the temperature margin of the electronic device by comparing the temperature detected by the electronic component temperature detecting means 11 with the temperature set by the limit temperature setting means 12. .

Next, the calculation method of the shortest time velocity pattern in a present Example is demonstrated using the flowchart of FIG. In Fig. 11, the parts indicated by the same reference numerals as in Fig. 5 perform the same processing as in Fig. 5 described in the first embodiment. The calculation method of the shortest time velocity pattern in Example 2 considers the temperature rise amount of an electronic device in the constraint of the calculation method of Example 1, and has the effect of preventing the destruction by the heat of an electronic device. In Example 2, the temperature rise amount of an inverter element is demonstrated as an example.

The convergence value (indicated by W) of the temperature rise amount of the inverter is proportional to the time average value (indicated by Is) obtained by dividing the time integration value of the absolute value of the current pattern flowing through the inverter by the convergence time until convergence. In other words, if k is a proportional integer, the following equation (7) holds.

In addition, it turns out that k performs experiment etc. previously. Here, Equation (7) is obtained by dividing the time integral value of the absolute value of the current pattern (indicated by i _a ) flowing through the inverter in an arbitrary time interval (indicated by T _int ) including one lift of the car by T _int . If the time average value (indicated by I _int ) continues to drive the elevator based on the constraint that is equal to or less than Is, it means that the temperature rise can be suppressed to W or less. In addition, I _int is represented by the following Equation 8 (integral start time is 0 for simplicity of explanation).

Here, the current value of the inverter is calculated from the torque command value of the motor and the rotation speed of the motor.

Next, the calculation method of a speed pattern is demonstrated. As described in the first embodiment, α1, α2, β1 to β4, v0 to v7 and the moving distance L are expressed using the time periods Δt1 to Δt7 and the motor torques T _M1 and T _M2 as parameters, and FIG. The velocity pattern v at the top is represented by Equation 6 above. In addition, the time of the torque pattern is also displayed as a parameter Tm for Δt1~Δt7 and motor torque T _M1, T _M2 from the bottom of the drawing Fig. At this time, since the current pattern i _a flowing through the inverter can be expressed as a function of these v and Tm, it can be seen that Δt1 to Δt7, T _M1 and T _M2 can be represented as parameters.

In Fig. 11, the processing performed by the next stop layer setting process in step 21, the parameter read process in step 22, the car load detection process in step 23, and the speed pattern generation process in step 26 are as described in the first embodiment. Omit the description.

Next, in the temperature tolerance value calculation process of step 31, the temperature margin of the inverter is determined by the temperature rise tolerance value calculation means 13 in FIG. 10 and the inverter temperature detected by the electronic component temperature detection means 11. It calculates by obtaining the difference of the limit temperature of the inverter preset by the limit temperature setting means 12. FIG. The temperature margin calculated by this step 31 is denoted by W-.

Next, in the constraint setting processing of step 32, v-, α1-, α2-, β1-, β2-, β3-, β4- corresponding to the constraint expressed by the above expression (4) as in the first embodiment described above. And the time interval T _int .

Next, in the optimization problem solving process of step 33, the optimization problem described in the first embodiment is solved by adding the following equation (9) to the above equation (4) which is a constraint condition. The objective function is the same as that of the above expression (5). Equation (9) is a constraint condition for the temperature increase amount of the inverter element, and the temperature increase amount can be suppressed to W- or less, and as a result, there is an effect of preventing the destruction of the inverter by heat.

In the present embodiment, the optimization problem is solved after specifying the time interval T _int in the constraint setting process of step 32, but it can be solved as a function of? T1 to? T7 without specifying this. For example, by using the objective function T and the appropriate value Ts, T _int = T + Ts can limit the amount of temperature rise when the elevator is started at every time interval Ts. Accordingly, driving patterns for various passenger generation patterns may be considered.

In the case where the synchronous motor is not weak and magnetic flux control is performed, the inverter current and the motor torque are proportional to each other. Therefore, the same effect as in the present embodiment can be obtained by restricting the temperature rise amount as a function using the torque value instead of the current value. Can be. In addition, since the torque value and the car acceleration are proportional, the same effects as in the present embodiment can be obtained by restricting the amount of temperature rise as a function using the car acceleration.

In addition, since the integral value of the car acceleration becomes the car speed, the integral value of the absolute value of the car acceleration becomes twice the maximum speed of the car in consideration of the car acceleration time and the deceleration time. By measuring the increase amount, the same effect as in the present embodiment can be obtained.

In addition, as long as the temperature rise of the electronic device is expressed as a function of the current value flowing through the electronic device, the same formulation as in the present embodiment is possible, and the same effect can be obtained.

(Example 3)

In the present embodiment, the invention described below is obtained in addition to all the methods described in the first and second embodiments.

Although the structure of this embodiment is substantially the same as that of FIG. 1 or FIG. 10 of the embodiment described in the first embodiment, as will be described later, the next stop layer setting means 1 for setting the next stop layer functions. This is different from the case of FIGS. 1 and 10. In addition, the speed pattern generating means 3 functions as an arithmetic processing device.

Next, the operation will be described with reference to FIG. 5 described above. The arithmetic processing in each processing sequence is executed in the same order as in the first and second embodiments, but the setting method of the next stop layer in step 21 of performing the next stop layer setting process by the next stop layer setting means 1 is described above. It differs from Example 1, 2. In this process, as the next stop layer, the average stop layer of the car in an arbitrary time interval is set. The specific calculation method of this average stop layer is mentioned later.

In Fig. 5, the steps from step 21 for performing parameter read processing to step 26 for performing speed pattern generation processing are the same as those in the first and second embodiments. In these arithmetic processing, similarly to the first and second embodiments, the maximum speed, acceleration and jerk are obtained by solving the optimization problem of minimizing the arrival time in the drive region of the motor shown in FIG. The velocity pattern shown in FIG. 4 is calculated.

Incidentally, in the present embodiment, step 21 of performing the next stop floor setting process is characterized in that the average stop floor of the car is set unlike the first and second embodiments. And the following is an example of the determination method of the average stop layer.

An example of the determination method of an average stop layer is demonstrated using FIG. FIG. 12 is a graph showing a moving layer of a car from a starting layer to a stopping crystal layer and a probability of occurrence thereof when a maximum of n stop layers exist in a hoistway.

Here, the probability that the k-layer movement occurs is set to X (k), and the moving distance of the k-layer is set to L (k). The average stop layer is appropriately set so that the average travel time of the car is small using these statistics. As an example of the setting example, the average stop floor of the car can be set as Equation 10 below in which the expected value of the moving floor is converted into distance.

In addition, you may have the statistics of FIG. 12 for every starting floor, and the average stop layer may be set for each starting floor as mentioned above.

As a result, when the next stop layer is changed for the call after the start of the movement of the car after the next stop layer is set above the average stop floor, the running time can be shortened compared with the conventional method.

In addition, since the next stop floor is fixed at one value for each one or starting floor, it is not necessary to calculate the next stop floor for each start of the elevator, and it is sufficient to read as a parameter. Accordingly, the calculation order of the control device can be simplified as shown in Fig. 13, so that the calculation amount can be reduced.

In addition, when the speed patterns are obtained in advance according to each situation by the above method, they are stored in a storage device such as a memory, read out and used, and the storage capacity is smaller than that in the case of using the conventional method. Thereby, a control apparatus can be made more inexpensive.

(Example 4)

In the present embodiment, in the setting procedure of the average stop layer in the third embodiment, the expected values of the travel time to the stop crystal layer in each of the starting layers of the car are shown in the following procedures (a) to (c). The calculation order of the minimum average stop layer is shown. In addition, it is assumed that the moving distance to each floor of the car and the frequency of occurrence thereof have statistical data shown in FIG.

Order (a): L (k), k = 1,... Car speed pattern (car maximum speed, car acceleration, jerk) is computed by setting each of n as a next stop layer, and solving the optimization problem in the order of FIG. At this time, the value of the car load necessary for solving the optimization problem is appropriately set. For example, the statistics of the car load applied to the car at the time of start-up can be used to set the average value in k floor movements or the average value of the entire floor movement. As a result, n pairs (car maximum speed, car acceleration, jerk) are obtained. The group of (car top speed, car acceleration, jerk) corresponding to L (k) is set to V (k).

Step (b): When V (j) is used, the expected value T (V (j)) of the travel time of the car with respect to the distribution in Fig. 12 is calculated. This can be obtained by the following equation. However, T _L (V (j), L (k)) represents the time required for L (k) movement when V (j) is used.

Step (c): L (j) is determined as the average stop layer by using j in which T (V (j)) in Equation 11 becomes the minimum.

Moreover, the probability X (k) shown in FIG. 12, k = 1, 2 ... , n can be replaced by the successive probability density function X (k) and 0? k?

Effects in the present embodiment will be described with reference to FIG. 14.

The curves in the figure show the car speed patterns when the car call enters on the way and stops on the way floor for the speed patterns of the elevator generated using the first embodiment and the fourth embodiment, respectively. A and B in the figure show car speed patterns calculated using Example 4 and Examples 1 and 2, respectively.

In Fig. 14, in the first and second embodiments, the next stop layer larger than the average stop layer is set, and the speed pattern is calculated accordingly. In Examples 1 and 2 shown in B, in order to raise the upper limit of a car maximum speed, although the car acceleration is made small, since the car call entered on the way, it is showing that it cannot decelerate to the car maximum speed and decelerates. When Example 4 is used, since the next stop layer is set as the average stop layer, the difference between the next stop layer and the stop crystal layer is smaller than that in Examples 1 and 2.

As a result, since it is possible to reach higher acceleration and maximum speed than Examples 1 and 2, the stationary crystal layer is reached earlier than Examples 1 and 2. On the contrary, in the case where a car call does not enter in the middle or when the next stop layer below the average stop floor is set by the passenger, the time using the first and second embodiments is shorter. In this embodiment, since the speed pattern is obtained by using the average stop floor where the expected value of the car travel time is minimum by using the amount of movement of the car, the starting frequency for each stop determination layer, and the statistics of the car load, The travel time can be shortened on average.

In addition, depending on the probability distribution of the stop determination layer, since the total of the travel time shortened compared with the first and second embodiments is larger than the total of the increase in the travel time, the use of this embodiment improves the running efficiency. Is effective. In addition, since the average stop layer is used for the next stop layer, there is no change in the extreme moving distance due to the car call after the start of movement as compared with the first and second embodiments. That is, the frequency with which the driving pattern with low acceleration, low jerk, and high maximum speed set for the long travel distance is applied for the short travel distance is reduced. As a result, the difference in arrival time with respect to the same travel distance is reduced, thereby reducing the discomfort of the passenger.

(Example 5)

In the present embodiment, a plurality of statistics shown in Fig. 12 used in the procedure for setting the average stop floor described in the above-described embodiments 3 and 4 are prepared for each time zone having different passenger demands such as commuting or leaving work, The average stop layer is calculated | required by the method mentioned above. Then, the average stop floor is changed for each time zone corresponding to the average stop floor, and the car speed pattern is calculated.

Accordingly, the statistics used to calculate the average stop floor more accurately reflect the actual passenger demand. Therefore, since the set average stop floor is closer to the actual average stop floor, it is possible to further improve the running efficiency.

(Example 6)

In the present embodiment, as the next stop layer, the moving distance with respect to the average stop floor of the car is compared with the moving distance of the next stop floor set by the passenger before the car is moved, and the next stop floor according to the situation of the section in which the car passes. Calculate the car speed pattern by setting.

As a result, when the next stop layer is set to the average stop layer and arrives at a certain time earlier than the case of calculating the car speed pattern, the next stop layer is used as the average stop layer to obtain the car speed pattern. The arrival delay can be prevented. For example, this is the case.

If the next stop floor set by the passenger before the car moves is smaller than the average stop floor, the next stop floor is set back to the next stop floor set by the passenger before the car moves; otherwise, the next stop floor is averaged. Set to stop layer.

Accordingly, by calculating the car speed pattern using the average stop floor, it is possible to eliminate the case where the travel time is reliably delayed, and the driving efficiency is further improved. This reason will be described below.

First, with respect to the running time, the acceleration and the jerk are increased early rather than increasing the maximum speed as the travel distance decreases. This is because, when the moving distance of the car is short, the time for running at the highest speed is relatively short compared with the acceleration time or jerk time. Further, when driving in the car speed pattern as shown in FIG. 4, the operation trajectory of the motor is as shown in FIG. Therefore, although high torque is required for the motor to produce high acceleration and high jerk, it can be seen from FIG. 2 that the maximum speed cannot be increased as the high torque becomes high.

As mentioned above, when solving the optimization problem and finding a car speed pattern, the solution of high acceleration, high jerk, and low maximum speed is calculated | required in the case of catching small rather than finding the car moving distance large. When the next stop layer and the stop crystal layer coincide, the car reaches the stop crystal layer in the shortest time. Therefore, when the moving distance of the car is less than or equal to the average stop layer, the car stops at the speed pattern in which the next stop layer is set as the average stop layer. If the car call is not entered during the operation, the running time must be increased.

In addition, since the travel distance is shortened when a car call is entered, the reason mentioned above (the shorter the next stop layer is set, the lower the maximum speed, the high acceleration, the solution of the high jerk, and the travel distance decreases. The car speed pattern is obtained earlier without setting the next stop layer as the average stop layer from the acceleration and jerk larger than the maximum speed. Accordingly, when the moving distance by the next stop layer set before the movement of the car is smaller than the average stop layer, resetting the next stop layer to the stop layer set before the movement of the car arrives at the stop determination layer more quickly. The result is improved running efficiency.

(Example 7)

In the present embodiment, when the average stop floor is set in the express area, for example, when the average stop floor and the stoppable floor are compared, the next stop layer is set again to calculate the car speed pattern. For example, it is set as follows. When the next stop layer, which is a stopable floor set by the passenger, passes through the express zone before the car moves, and the distance to there is more than the average travel distance, the next stop layer is the end layer of the express zone section. Reset it with.

As a result, when the car moves the moving distance of the average stop layer or more when passing through the express zone section, the average stop layer is set in the next stop layer and the car speed pattern is calculated. This delay can be prevented, and an increase in running time can be suppressed. This reason is the same as that mentioned above. That is, the longer the next stop layer is set, the higher the maximum speed, the low acceleration, the solution of the jerk is found, and the larger the maximum speed is to be increased than the acceleration and jerk, respectively, as the travel distance increases. By reaching

In addition, when the stop crystal layer is determined before the start of movement and there is no change, not only when the express region is provided, but also when the next stop layer is used as the stop crystal layer, the next stop layer is obtained by setting the average stop layer. Using the car speed pattern can prevent the delay of arrival.

As described above, according to the present invention, a car load detecting means for measuring the weight of the passenger car as a car load in an elevator for driving a hoisting machine having a balance weight connected to a passenger car via a rope by a motor fed by an inverter. And an allowable drive of the motor based on the next stop layer setting means for setting the next stop layer and the next load layer set by the car load obtained by the car load detection means and the next stop layer setting means. Since a car speed pattern generating means for generating a car speed pattern in which the passenger car reaches the next stop layer within the shortest time is provided within the range, the travel time of the passenger is shortened and the driving efficiency of the car is increased.

Further, according to the present invention, in an elevator for driving a hoist having a balance weight connected to a passenger car via a rope by a motor fed by an inverter, the car load detection means for measuring the weight of the passenger car as a car load, A next stop layer setting means for setting the next stop layer, a component temperature detection means for measuring the temperature of a component constituting the inverter, a limit temperature setting means for setting a temperature rise threshold of the component, and Temperature rise allowance value calculating means for calculating a temperature rise limit allowable value based on a component temperature obtained from a component temperature detection means and a temperature rise limit value set by said limit temperature setting means, and a temperature rise limit of said component Permissible drive of the motor based on an allowable value and the car load and the next stop layer Within the range and because the component is provided with a car speed pattern generating means for generating a car speed pattern in which the passenger car reaches the next stop layer in the shortest time within the temperature rise limit tolerance. There is an effect that the travel time of the passenger is shortened within the range to prevent the destruction of components such as electronic devices.

In addition, the speed pattern generating means determines the upper limit of the rate of change of the car maximum speed, car acceleration, and car acceleration when generating the car speed pattern, so that there is an effect that the comfort of the elevator can be improved.

Further, the car speed pattern generating means converts the motor torque waveform related to the car speed drive command applied to the motor into a current value flowing through the component, and the current value waveform is a function of the temperature rise limit tolerance value. Since the car speed pattern is generated based on the conditions constrained by the condition, the travel time of the passenger can be estimated within the range in which the temperature rise amount can be predicted from the current waveform flowing through the component, and the destruction of the components such as electronic devices can be prevented. It has the effect of being shortened.

Further, the next stop layer setting means may stop the average stop of the car obtained from the statistics of the number of times the elevator stop layer for generating the car speed pattern from the starting number of elevators and the stop determination floor to stop next. Since the floor is used as a floor, it is not necessary to set the next stop floor for each number of start-ups of the elevator, and the calculation process is simplified, the speed pattern generation process is accelerated, and the next stop floor is set above the average stop floor. When the next stop floor is changed due to a car call after the start, the running time can be shortened as compared with the conventional method.

Further, the next stop floor setting means sets the average stop floor of the car as a stop floor at which the expected value of the travel time from each departure floor to the stop determination floor is minimized. There is an effect that it is possible to set the next stop layer in which the shortening effect of time becomes large.

Further, since the next stop floor setting means sets the average stop floor of the car based on the statistics of the stop decision floor for each time zone where the passenger demand is different, the average stop floor is set according to the passenger demand, so that the passenger's movement The effect of shortening the time becomes larger.

Further, the car speed pattern generating means generates the car speed pattern by comparing the next stop layer and the average stop layer of the car, so that the speed stop pattern is set as the average stop layer, more reliably than when calculating the speed pattern. In the case where there is a stop layer for calculating an early arriving speed pattern, the stop layer can be set as the next stop layer, and there is an effect that the running efficiency is improved.

Further, the car speed pattern generating means generates a car speed pattern by comparing the stopable layer in which the car can stop with the average stop layer of the car, so that the next stop layer is determined when the average stop layer is not the stopable layer. By using the speed pattern calculated by setting the average stop floor, it is possible to avoid the delay of the running time, thereby improving the running efficiency.

As described above, according to the present invention, it is possible to provide an elevator control apparatus capable of shortening the running time by changing the maximum speed or acceleration in accordance with the load and the moving distance.

Claims (11)

In an elevator for driving a hoist connected to a passenger car and a counterweight via a rope, Car load detection means for measuring the weight of the passenger car as a car load; Next stop floor setting means for setting the next stop floor, Based on the car load obtained by the car load detecting means and the next stop layer set by the next stop layer setting means, a car speed pattern at which the passenger car reaches the next stop layer is generated, wherein the car load is the maximum load. Car speed pattern generation means for setting the car speed pattern so that the maximum speed becomes the rated speed at the time And, The car speed pattern generating means generates a car speed pattern having a shorter running time than the car speed pattern when the car load is the maximum load, based on the car load. The method of claim 1, The car speed pattern generating means generates a car speed pattern which shortens the running time by making the maximum speed larger than the rated speed based on the car load. The method of claim 1, The car speed pattern generating means determines the upper limit of the rate of change of the car maximum speed, car acceleration, and car acceleration when the car speed pattern is generated. The method of claim 1, The control device of the elevator, characterized in that the shortening of the running time minimizes the running time. The method of claim 1, The next stop layer setting means is a next stop layer for generating the car speed pattern as the average stop floor of the car obtained from the statistics of the number of start-ups of the elevator and the moving distance from the car start floor to the next stop determination floor. Elevator control device characterized in that. The method of claim 5, The next stop floor setting means sets the average stop floor of the car as a stop floor at which the expected value of the travel time from each start floor to the stop crystal floor is minimized. The method of claim 5, And said next stop floor setting means sets the average stop floor of said car based on the statistics of the stop decision floor for each time zone in which passenger demand differs. The method of claim 5, And said car speed pattern generating means generates a car speed pattern by comparing said next stop layer with said average stop floor of said car. The method of claim 5, And said car speed pattern generating means generates a car speed pattern by comparing the stopable floor on which the car can stop and the average stop floor of said car. The method of claim 1, The car speed pattern generating means calculates at least one of a car speed, a car acceleration, or a rate of change of the car acceleration as the car speed pattern. The method of claim 1, A table in which the car load, the next stop layer, and the speed pattern are associated with each other are provided in the car speed pattern generating means.

Images