WO2003050028A1

WO2003050028A1 - Elevator control apparatus

Info

Publication number: WO2003050028A1
Application number: PCT/JP2002/012851
Authority: WO
Inventors: Masaya Sakai; Takaharu Ueda; Kouichi Sasakawa
Original assignee: Mitsubishi Denki Kabushiki Kaisha
Priority date: 2001-12-10
Filing date: 2002-12-09
Publication date: 2003-06-19
Also published as: DE10296269B4; CN1491179A; KR20040016838A; JP2003238037A; KR20080111527A; KR100868129B1; KR20050046023A; KR100568397B1; KR100995161B1; DE10296269T5; CN1302975C; KR20050106129A; JP4158883B2

Abstract

An elevator control apparatus capable of improving movement of a cage by reducing the operation time by adjusting the maximum speed and acceleration according to the load and movement distance. In the elevator, a motor (5) supplied with power from an inverter (4) drives a traction machine (6) having a balancing weight (8) connected to a passenger cage (7) via a rope. The elevator control apparatus includes cage load detection means (2) for measuring the weight of the passenger cage (7) as a cage load, next stop floor setting means (1) for setting the next floor where the cage stops, and cage speed pattern generation means (3) which uses the cage load obtained by the cage load detection means (2) and the next stop floor set by the next stop floor setting means (1), so as to generate a cage speed pattern in which the cage (7) reaches the next stop floor in the shortest time within the allowable range of the motor (5).

Description

Description Elevator control equipment Technical field

The present invention relates to an elevator control device that adjusts an acceleration and a maximum speed by changing a speed pattern or the like applied to a motor such as an elevator according to a load. Background art

The technology related to the conventional elevator control device will be described with reference to FIG. Figure 15 is a diagram showing the relationship between the output frequency (speed: hereafter frequency means the same as speed) and torque of a conventional elevator control device. In FIG. 15, f O is the base frequency (rated speed), T in a X is the maximum output torque value, T x is the torque value required at the first load, and T y is the second load (ex. Fx indicates the maximum output frequency that can be output with the first load, and fy indicates the maximum output frequency that can be output with the second load.

In the frequency range above the base frequency f0, for example, the maximum output frequency for the first load (required torque TX) is such that the torque obtained in a frequency band higher than the frequency fX is smaller than the torque TX required for the first load. Therefore, the frequency is lower than fx. Also, the maximum output frequency for the second load (required torque T y) is less than the frequency ί y because the torque obtained in a frequency band higher than the frequency fy is smaller than the torque T y required for the second load. .

As described above, in order to obtain sufficient torque for various loads, large and small, the operating frequency was set to a frequency lower than the output frequency at which the torque for the maximum load could be obtained, and the motor was rotated. '

With the control device described above, the maximum output frequency can be set high when the load is small, but if the load is large, the maximum output frequency must be set low, and sufficient torque cannot be obtained and it is impossible to raise with an elevator. Due to problems, it is necessary to set the maximum output frequency to a frequency that provides sufficient torque at the maximum load, and operate was there.

That is, in the example shown in FIG. 15, the maximum output frequency was set to fX, and the maximum output frequency was fX even when the load was small. For this reason, when the load is small, the maximum output frequency is low, so that it takes time to accelerate, and there is a problem that the operating time cannot be shortened and the efficiency is poor.

Regarding this problem, Japanese Patent Application Laid-Open No. 3-56308 discloses a method in which a power value is obtained from a voltage and a current at a frequency equal to or higher than the rated frequency, and the speed setting value is compared with the power value at the rated frequency. Outputting to the transmission.

Also, in the control device disclosed in Japanese Patent Application Laid-Open No. 8-107699, in a variable speed device having an inverter unit for converting DC power into a variable frequency and a variable voltage AC power, the input side of the inverter unit is provided. A voltage detection circuit that detects the DC bus voltage, a current detection circuit that detects the current of each phase on the output side of the inverter, and a connection to the inverter using the detected DC bus voltage and the detected current of each phase And a control circuit for automatically determining the magnitude of the applied load, determining the maximum output frequency, and outputting the determined output frequency.

In conventional control devices, the maximum speed was changed according to the load in order to reduce the operation time. However, increasing the maximum speed does not necessarily shorten the operation time. If the travel distance is short, the operation time may be shorter when the acceleration is higher than the maximum speed. Therefore, changing the maximum speed only according to the load has a problem in that the driving time becomes longer depending on the moving distance.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and has an elevator control device capable of changing a maximum speed and an acceleration according to a load and a moving distance, thereby shortening an operation time. The purpose is to provide. Disclosure of the invention

An elevator control device according to the present invention is an elevator that drives a hoist having a counterweight connected to a passenger car via a rope by a motor fed by an inverter, wherein the weight of the passenger car is used as a car load. Car load detection means to be measured, next stop floor setting means for setting the next stop floor, power load obtained by the car load detection means and the next stop floor set by the next stop floor setting means Base Car speed pattern generating means for generating a car speed pattern in which the passenger car reaches the next stop floor within the allowable driving range of the motor and in the shortest time.

Also, component temperature detection means for measuring the temperature of the components constituting the inverter, limit temperature setting means for setting a temperature rise limit value of the components, and components obtained from the component temperature detection means Temperature rise allowable value calculating means for calculating a temperature rise limit allowable value based on the temperature and the temperature rise limit value set by the limit temperature setting means, wherein the car speed pattern generating means comprises: Is within the allowable driving range of the motor based on the temperature rise limit allowable value, the power load, and the next stop floor, and the expected temperature rise amount of the component is the temperature rise limit allowable value. Within the shortest time within this time, the passenger power bar will generate a car speed pattern that will reach the next stop floor.

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

Further, the power speed pattern generating means converts a motor torque waveform related to a power speed drive command given to the motor into a current value flowing through the constituent element, and the current value waveform corresponds to the temperature rise limit allowable value. The car speed pattern is generated based on the conditions constrained by the value function.

The next stop floor setting means calculates the next stop floor for generating the car speed pattern from the number of times the elevator is started and the statistic of the moving distance from the car departure floor to the next stop stop floor. It is the average stop floor of Rigogo.

In addition, the next stop floor setting means may set the average stop floor of the car as a stop floor at each departure floor where the expected value of the travel time to the stop determination floor is minimized.

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

Further, the car speed pattern generating means generates a power speed pattern by comparing the next stop floor with the average stop floor of the car.

In addition, the car speed pattern generating means may include a stoppable floor at which the car can be stopped and the car stoppable floor. This is to generate a power go speed pattern by comparing the average stop floor of power go.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a configuration diagram showing Embodiment 1 of the present invention,

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

FIG. 3 is a schematic diagram for deriving an elevator mechanical system model according to Embodiment 1 of the present invention.

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

FIG. 5 is a flowchart showing a car speed pattern calculation procedure according to the first embodiment of the present invention.

FIG. 6 is a diagram showing the relationship between the parameters and the constraints in the calculation of the car speed pattern according to the first embodiment of the present invention.

FIG. 7 is a diagram showing an example of calculation of a car speed pattern according to the first embodiment of the present invention. FIG. 8 is a diagram for explaining the diagram at the bottom of FIG.

FIG. 9 is a diagram showing a moving distance of a gyro at the time of driving with a gyro speed pattern in the middle stage of FIG. 7. FIG. 10 is a configuration diagram showing a second embodiment of the present invention.

FIG. 11 is a flowchart showing a procedure of calculating a car speed pattern according to the second embodiment of the present invention.

FIG. 12 is a diagram showing a moving floor of a car and its occurrence probability according to the third embodiment of the present invention.

FIG. 13 is a flowchart showing a simplified speed pattern calculation procedure according to the third embodiment of the present invention.

FIG. 14 is a diagram showing a calculation example of a speed pattern according to the fourth embodiment of the present invention. FIG. 15 is a diagram showing the relationship between the output frequency and the torque of a conventional acceleration / deceleration device. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Embodiment 1

FIG. 1 is a configuration diagram showing Embodiment 1 of the present invention. In Fig. 1, 1 is the next stop floor setting means for setting the next stop floor, 2 is the car load detection means, 3 is the power load obtained by the car load detection means 2 and the next stop floor setting means 1. Car speed pattern generating means for generating a car speed pattern in which the passenger power go 7 reaches the next stop floor within the allowable driving range of the motor 5 and in the shortest time from the next stop floor to be executed, 4 is an inverter, 6 Is a hoist having a counterweight 8 connected to a passenger basket 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 landing and a rickshaw. It can also be set remotely by wireless or other communication means.

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

In FIG. 2, the motor 5 can operate in an area including a hatched area surrounded by a motor torque axis and a curve and an area including a boundary thereof. This region may be a convex set. Even if it is not the case, the motion region may be approximated to be a convex set. The region where the torque is positive indicates the power state, and the region where the torque is negative indicates the regenerative state. In Fig. 3, this area is represented by Ω. In Fig. 3, Tm is the motor torque, J is the motive moment of the hoist, r is the radius of the hoist, m1 is the weight of the counterweight, m2 is the mass of the power, and α is Power acceleration and ω represent the rotating speed of the hoist, respectively. Also, let g be the gravitational acceleration. By deriving the equation of motion for the configuration in the figure, the relational expression between car acceleration and motor torque can be obtained as follows: You. = (1)

In the configuration of Fig. 3, the relational expression between the car acceleration and the motor torque is expressed as shown in Equation (1). However, the configuration is not limited to this configuration as long as the relationship between the two can be described by a linear function. I'm sorry. Next, assuming that the rotation speed of the motor is equal to the rotation speed of the hoist, and V is the car speed, the car speed can be calculated from the motor speed as follows.

V = ίω (2)

Therefore, FIG. 2 can be converted into a relational expression between the motor torque and the car speed. Although the motor rotation speed and the winding machine rotation speed are assumed to be equal, the conversion is not limited to the above equation (2) as long as the relational expression between the two can be described by a linear function. For example, the present invention can be applied to a case where a reduction gear is used.

In FIG. 4, the upper speed pattern is calculated based on the above equation (1) and its integral with respect to the lower torque pattern. In FIG. 4, tO to t7 indicate time, Δt1 to Δt7 indicate time intervals, V0 to V7 indicate power speeds for each time, and TmO to Tm7 indicate motor torque for each time. ing. Here is TmO = Tm 3 = Tm4 = Tm 7 = T M0, Tm 1 = Tm 2 = T M1, Tm5 = Tm6 = T M2. Also, let vO = 0 and tO = 0.

In Fig. 4, the sections Atl, At3, At5, and At7 travel with constant jerk (change rate of the car acceleration) value, sections At2 and Δΐ6 travel with constant acceleration, and section At4 runs with constant speed. It is a section. Further, the balancing torque T _M0 can be calculated by the following equation (3) by substituting α = 0 into the above equation (1).

In FIG. 6, Δ11 to Δ17 are the movement amounts of the gyro during the sections At1 to Δt7, respectively. al and α2 are the absolute values of the car acceleration in section 2 and At6, respectively, and can be calculated as shown in the figure using the above equation (1) and T _M1 and T _M2 . Also, β1 ~ β

4 is the absolute value of the jerk in the sections Atl, At3, Δΐ5, and At7, respectively, using α1, _α2 and At1, At3, Δΐ5, and At7 calculated in the above. Like Can be calculated. The velocities V 0 to v 7 can be calculated as shown in the figure using ctl, hi 2, 61 to 64 and t 1 to At 7 calculated above.

Δ11 to Δ17 can be calculated as shown in the figure using V0 to ν7, α1, α2, 6ΐ to β4, and At1 to Δt7 calculated above. Therefore, Δ11 to Δ17 can be described using the time section At1 to Δΐ7 and the motor torques _Τ1 and _Τ2 as parameters. L = A 1 1 + Δ Ι 2 + Δ 1 3 + Δ 1 4 + Δ 1 5 + Δ

16 + Δ17.

The calculation method of the shortest time speed pattern in the first embodiment will be described with reference to FIGS. In FIG. 5, in the next stop floor setting process of step 21, the moving distance L of the power bar is set based on the next stop floor set by the next stop floor setting means 1.

Next, in the parameter reading process of step 22, the values of the weight ml of the counterweight 8, the radius r of the hoist 6, the moment of inertia J of the hoist 6, and the gravitational acceleration g are read. Next, in the car load detecting process in step 23, the car weight m 2 is detected by the car load detecting means 2.

Next, in the constraint condition setting process in step 24, the constraint conditions in FIG. 6 are set, and the upper limit value of the car maximum speed, the upper limit value of the car acceleration, and the upper limit value of the car jerk are determined.

In other words, among the constraint expressions expressed by equation (4), V-, αΐ-, α2-, β1_, β1

2—, 83—, β4— (in this specification, The first is that, as can be seen from Equation (4), a bar is attached at the top of each symbol for convenience.)

Next, in the optimization problem solving process of step 25, the objective function T (operation time) defined by the following equation (5) is minimized under the above constraint (4). Solve the optimization problem. This problem is a nonlinear programming problem with Atl to At 7, T _M1 and T _M2 as parameters, and can be solved numerically.

Γ = At! + At ₂ + At ₃ + At ₄ + A † ₅ + At ₆ + Δ (5)

Next, in the speed pattern generation process in step 26, the following is used using Atl to At7, T _M1 and T _M2 solved in the optimization problem solution process in step 25, and vl to v6 in Fig. 6. The velocity pattern V is generated as in equation (6).

t _χ

V] + _x ttt ₂

V = (6)

_{_{ν 5 - 2 t t & At}} 6

Λ -1/2

And t 1 = Δ, t 2 = tl + A t 2, t 3 = t 2 + At 3, t 4 = t 3 + At 4, t 5 = t 4 + A t 5, t 6 = t 5 + A t 6, t 7 = t 6 + Δt 7.

According to the above procedure, the car speed pattern that reaches the earliest within the constraints according to the load is generated.

The restriction on the speed of the bargo has the effect of adjusting the maximum speed of the elevator, and can keep the speed of the cage within a desired range, thereby preventing the speed from increasing too much. On the other hand, by specifying V— from the maximum rotation speed of the motor to be larger than the car speed derived from the above equation (2), the car reaches the fastest speed within the range of motor characteristics without limiting the car maximum speed. A speed pattern can be generated. Setting the upper limit to a small value in the constraints on gyro acceleration has the effect of improving the ride 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 can be saved. In addition, it has the effect of reducing the heat generated by the motor and inverter. Jerk restrictions By lowering the upper limit, the ride quality of the elevator is improved, and the maximum speed is increased when operating at the speed pattern shown in Fig. 4. In addition, when no passengers are on board, increasing the upper limits of the car acceleration constraint and the jerk constraint can improve the car operation efficiency. In addition, when the travel distance is short, it may be possible to reach faster when the upper limit of the car acceleration and jerk is set higher than the upper limit of the maximum car speed is set.

The torque constraint has the effect of keeping the speed pattern and torque pattern in Fig. 4 within the operating range of the motor. For example, if the boundary of Ω is approximated by combining a straight line, the simultaneous inequality condition can be obtained, and the torque can be easily solved.

By selecting the torque pattern as shown in Fig. 4, it is possible to keep the torque pattern in the entire time section within the operating range of the motor simply by adding Tm1 to Tm7 as torque constraints. This can reduce the amount of calculation.

In Fig. 4, the time section is divided into At1 to Δΐ7, and the torque pattern is set as shown in the lower part of Fig. 4. If a torque pattern that is convex in the section and the torque pattern from the start of deceleration to the deceleration stop is a concave function in each time section is selected, the torque constraint is evaluated only with the torque constraint at the end point of the time section in the same manner as described above. it can.

Furthermore, even when the number of divisions of the time section is changed, if the torque constraint at the end point of the time section is satisfied if the speed pattern is as described above, the torque pattern in the entire section falls within the operating range of the motor. At this time, the car speed can be obtained by converting the torque pattern into the power acceleration pattern and integrating the converted pattern. Further, the operating distance can be obtained by integrating the above-mentioned speed pattern. If a method such as limiting the maximum value of each of the car acceleration constraints and jerk constraints in each time interval can be formulated as an optimization problem in the same manner as described above. At this time, by smoothing the torque pattern or increasing the number of time sections, a smoother speed pattern can be generated, and the riding comfort is improved. In formulating and solving the optimization problem, the unknown variables were defined as torque and time interval.However, if the combination of variables is such that the speed pattern is uniquely determined, the same effect can be obtained by selecting another combination. is there. For example, select unknown variables for acceleration and time interval Can also be formulated as an optimization problem. At this time, the constraint expression becomes equivalent to the one described above. Also, the objective function does not change.

In addition, the same idea as above can be applied to formulate the optimization problem for reaching the shortest time even at the time of the descent.

For a plurality of car loads and constraints, the speed pattern calculated by the optimization problem solution process in step 25, the speed pattern generation process in step 26, or the corresponding data is calculated in advance and the speed pattern is calculated. The same effect as described above can also be realized by storing the data in a table provided in the memory provided in the memory generation means 3 and reading and using the data. At this time, since the calculation by the optimization problem solving process in step 25 is not required, it can be realized with a less expensive calculation device.

The speed pattern determined according to the procedure described above will be described with reference to an example shown in FIG.

In Fig. 7, the upper, middle, and lower rows are the motor torque pattern and car speed pattern, respectively, and Fig. 2 is a diagram (torque constraint line) obtained by converting Fig. 2 into motor torque and car speed by the above equation (2). The middle car speed pattern is obtained by the upper motor torque pattern. In the torque characteristic diagram in the lower part of FIG. 7, the curved line indicated by a hexagon represents the driving locus of the motor with respect to the motor torque pattern in the upper part and the car speed pattern in the middle part. These show three patterns, each showing a change in the ratio of the weight m 2 of the car weight and the weight ml of the counterweight, and the speed pattern is obtained according to the present embodiment.

At this time, the maximum car speed, jerk, and acceleration were set to certain upper limits in all patterns (the same for all three patterns). Of these, the upper limit of the maximum car speed is set higher than the number of revolutions that can be output by the motor, so that it can be as large as possible within the range where the motor can be driven. In addition, the travel distance is the same for all patterns. When a torque pattern (speed pattern) having the shape shown in Fig. 4 is given, the driving locus of the motor becomes a hexagon as shown in the lower part of Fig. 7. FIG. 8 explains that these speed patterns satisfy the above-mentioned equation (4) as a constraint.

FIG. 8 is a diagram for explaining the motor drive locus in the lower part of FIG. Drive motor The trajectory moves on the hexagonal side with time as shown in the figure. The symbols in the figure correspond to Figure 4. Therefore, the maximum car speed is the speed on the point of V3 or V4. The amount indicated by the arrow in the figure is proportional to the absolute value of the gyro acceleration.

For the kago jerk, the absolute value of the slope of the side shown in the figure is inversely proportional to the jerk time (acceleration / jerk). In the lower part of FIG. 7, since all the motor driving trajectories exist in the motor torque constraint area, it can be seen that the speed pattern is generated in the area where the motor can be driven. Furthermore, since it exists on the boundary of the motor torque constraint region at V3 or V4, it can be seen that the pattern generates the maximum possible speed.

Regarding car acceleration and basket jerk, all the velocity patterns in the middle row of Fig. 7 have the same slope during acceleration and the same shape of acceleration rounding, indicating that they are restricted to the set upper limit. Fig. 9 shows the graph (car travel distance) obtained by integrating the velocity pattern in the middle part of Fig. 7. From this figure, it can be seen that the movement distance is the specified value for all patterns. From the above, it can be seen that, while satisfying the constraint condition expression (4) above, the speed pattern in which the acceleration and jerk fall within the upper limit values and reach the earliest is generated according to the car load. Embodiment 2

The invention described below in the present embodiment can be added to any of the methods described in the first embodiment. FIG. 10 is a configuration diagram showing Embodiment 2 of the present invention. This embodiment is different from the configuration of FIG. 1 described in the first embodiment in that electronic component temperature detection means 11 as component element temperature detection means, limit temperature setting means 12, and temperature rise allowable value calculation means 13 is newly provided.

In FIG. 10, electronic component temperature detecting means 11 is for detecting the temperature of an electronic device such as an inverter and the electronic components constituting the electronic device, and includes, for example, a temperature sensor such as a thermistor. The limit temperature setting means 12 is for setting an upper limit value or a lower limit value of the temperature which guarantees that the above-mentioned electronic device operates normally. The temperature rise allowable value calculating means 13 and the temperature detected by the electronic component temperature detecting means 11 This is for calculating the temperature margin of the electronic device by comparing the temperatures set by the limit temperature setting means 12.

Next, a method of calculating the shortest time speed pattern in the present embodiment will be described with reference to the flowchart in FIG. In FIG. 11, portions denoted by the same reference numerals as those in FIG. 5 perform the same processing as in FIG. 5 described in the first embodiment. The calculation method of the shortest time speed pattern in the second embodiment takes into account the temperature rise of the electronic device as a constraint on the calculation method of the first embodiment, and has an effect of preventing the destruction of the electronic device due to heat. is there. Embodiment 2 will be described with reference to an example of a temperature rise amount of an inverter element.

The convergence value (expressed as W) of the temperature rise of the inverter is proportional to the time average value (expressed as I s) obtained by dividing the time integral value of the absolute direct amount of the current pattern flowing through the inverter by the convergence time until convergence. I do. That is, if k is a proportionality constant, the following equation (7) holds.

W = kl _s (7)

Further, k can be known by conducting experiments or the like in advance. Here, the above equation (7) is the time integral value of the absolute value of the current pattern (represented by i _a ) flowing through the inverter in a certain time interval (represented by T _int ) including one up and down movement of the _car. divided by the time average value (represented by I _{i nt)} is if you continue to drive the elevator under the constraint that is less than I s, which means that it is possible to suppress the temperature rise below W. Note that I _int is represented by the following equation (8) (the integration start time is set to 0 for simplicity of explanation).

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

Next, a method of calculating a speed pattern will be described. As described in the first embodiment above, the time interval At 1 to Δΐ 7 and the motor tongue Τ _{Μ 1} , Τ _{Μ 2} are used as parameters, and αΐ

, Α2, β1 to 64, ν0 to ν7, and the moving distance L, and the velocity pattern V in the upper part of FIG. 4 is expressed by the above equation (6) using them. Also, the torque The turn Tm is also represented by the parameters Δt1 to Δt7 and the motor torques T _M1 and T _M2 from the lower diagram in FIG. At this time, since the current pattern ia flowing through the inverter can be expressed as a function of V and Tm, it can be seen that At 1 -At 7, T _M1 , and T _M2 can be expressed as parameters.

In Figure 1 1, the next stop floor setting process in step 2 1, parameter Ichita reading process in step 22, processing performed by the car load detection process and the speed patterns generation processing in step ² 6 step 23, the above-described As described in the first embodiment, the description is omitted.

Next, in the temperature allowable value calculating process in step 31, the temperature margin of the inverter is calculated by the temperature rising allowable value calculating means 13 in FIG. 10, and the inverter temperature detected by the electronic component temperature detecting means 11 and the limit temperature setting means are set. It is calculated by taking the difference from the limit temperature of the inverter set in advance by 1 and 2. The temperature margin calculated in step 31 is represented by W—.

Next, in the constraint condition setting process in step 32, as in the first embodiment, V—, αΐ—, α2-, βΐ—, β2-, β- corresponding to the constraint condition represented by the above equation (4) Specify 3—, 64— and the time interval T _int .

Next, in the optimization problem solving process in step 33, the optimization problem described in the first embodiment is obtained by adding the following expression (9) to the above-mentioned expression (4) which is a constraint condition expression. . Note that the objective function is the same as in the above equation (5). Equation (9) is a constraint condition equation for the temperature rise of the inverter element, which can suppress the temperature rise to W— or less, and as a result, has the effect of preventing the inverter from being damaged by heat.

kI _ini ≤W (9)

In the present embodiment, in the constraint condition setting process in step 32, the time interval T _{; nt} is specified, and then the force S that solves the optimization problem. You can also solve it. For example, using the objective function T and an appropriate value T s, T _int = T

If + T s, the amount of temperature rise when the elevator is started at each time interval T s can be limited to a certain value or less. This makes it possible to consider operation patterns for various passenger generation patterns.

Note that if the flux weakening control is not performed in the synchronous motor, the inverter current and the motor Since the motor torque is proportional, the same effect as in the present embodiment can be obtained by restricting the amount of temperature rise by a function using a torque value instead of a current value. Further, since the torque value is proportional to the acceleration, the same effect as in the present embodiment can be obtained by restricting the amount of temperature rise by a function using the acceleration.

Also, since the integral value of the gyro acceleration is the gyro speed, the integral value of the absolute value of the gyro acceleration is twice the value of the maximum gyro speed in consideration of gyro acceleration and deceleration. The same effect as in the present embodiment can be obtained by measuring the amount of temperature rise based on the maximum speed of the iron.

If the temperature rise of the electronic device is represented as a function of the value of the current flowing through the electronic device, the same formulation as in the present embodiment can be performed, and the same effect can be obtained. Embodiment 3.

The invention described below in the present embodiment can be added to any of the methods described in the first and second embodiments.

The configuration of the present embodiment is substantially the same as the configuration of FIG. 1 described in the first embodiment or FIG. 10 of the above-described embodiment, but the next stop floor is set as described later. The function of the next stop floor setting means 1 is different from the case of FIGS. 1 and 10. Further, the speed pattern generation means 3 functions as an arithmetic processing device.

Next, the operation will be described with reference to FIG. The arithmetic processing in each processing procedure is performed in the same procedure as in the first and second embodiments. However, the method for setting the next stop floor in step 21 in which the next stop floor setting processing is performed by the next stop floor setting means 1 is as described above. This is different from the first and second embodiments. In this process, the average stop floor of the car in a certain time section is set as the next stop floor. The specific calculation method of this average stop floor will be described later.

In FIG. 5, the procedure from step 21 for performing parameter reading processing to step 26 for performing speed pattern generation processing is the same as in the first and second embodiments. In these arithmetic processings, as in the first and second embodiments, the optimization problem for minimizing the arrival time in the motor driving area shown in FIG. The speed and jerk are determined, and the speed pattern shown in Fig. 4 is calculated using them.

By the way, in the present embodiment, the step 21 for performing the next stop floor setting process is different from the first and second embodiments in that the average stop floor of the car is set. The following is an example of a method for determining the average stop floor.

An example of a method for determining the average stop floor will be described with reference to FIGS. Fig. 12 is a graph showing the moving floor and the probability of occurrence of the rickshaw from the departure floor to the stop decision floor in a certain time section when there is a stop floor with an owl size n floor in the hoistway. It is.

Here, let X (k) be the probability that the k floor will move, and L (k) the distance that the k floor moves. The average stop floor is set appropriately using these statistics so that the average travel time of the car is reduced. As an example of the setting example, the average stop floor of kyogo can be set as the following formula (10) in which the expected value of the moving floor is converted into the distance.

Alternatively, the statistics shown in FIG. 12 may be provided for each departure floor, and the average stop floor may be set for each departure floor as described above.

As a result, when the next stop floor is set to be higher than the average stop floor, and the next stop floor is changed due to the call of the gygo after the start of movement of the rikgo, the operation time can be shortened compared to the conventional method. '

In addition, since the next stop floor is fixed to one value for each departure floor or one departure floor, it is not necessary to calculate the next stop floor every time the elevator is started, and it is only necessary to read it as a parameter. As a result, the calculation procedure of the control device can be simplified as shown in FIG. 13, and the amount of calculation can be reduced.

Furthermore, when the speed patterns are obtained in advance according to each situation by the above-described method, and these are stored in a storage device such as a memory and read out for use, the storage capacity is smaller than when the conventional method is used. I need less. This allows the control device to be less expensive. Embodiment 4.

In the present embodiment, in the procedure for setting the average stop floor in Embodiment 3 described above, the following procedures (a) to (c) include the expected value of the time required for the moving of the kyogo to the stop determination floor at each departure floor. Is shown below. It is assumed that the travel distance of the car to each floor and the frequency of occurrence have the statistical data shown in Fig.12.

Procedure (a): Each of L (k), k = l, ..., n is set to the next stop floor, and the optimization problem is solved by the procedure of Fig. 5 to obtain the power speed pattern (power speed maximum speed). , Acceleration, jerk). At this time, the value of the basket load necessary to solve the optimization problem is set appropriately. For example, using the statistical value of the car load applied to the car at the time of startup, the average value during the k-floor movement or the average value of the entirety (all-floor movement) can be obtained. As a result, n sets of (car speed, car acceleration, jerk) are obtained. Let V (k) be the set of (car maximum speed, car acceleration, jerk) corresponding to L (k).

Procedure (mouth): Calculate the expected value T (V (j)) of the car movement time for the distribution in Fig. 12 when V (j) is used. This can be obtained by the following equation. However, T (V (j), L (k)) represents the time required to move L (k) when V (j) is used.

WU)) = ∑ X ( _L (V (j) Mk)) (ii)

k = \

Procedure (c): L (j is determined as the average stop floor using j that minimizes Τ (V (j)) in equation (11).

Even if the probabilities X (k), k = l, 2 ..., 11 shown in Fig. 12 are replaced by continuous probability density functions X (k), Ok≤n The same argument can be made. Effects in the present embodiment will be described with reference to FIGS.

The curves in the figure indicate the speed of the elevator when the car call enters on the way and stops on the way to the elevator speed pattern generated by using the first embodiment and the fourth embodiment, respectively. Shows a pattern. A and B in the figure represent the car speed patterns calculated using Embodiment 4 and Embodiments 1 and 2, respectively. In FIG. 14, in Embodiments 1 and 2, a next stop floor larger than the average stop floor is set, and the speed pattern is calculated accordingly. In Embodiments 1 and 2 shown in B, the car acceleration is reduced in order to raise the upper limit of the car maximum speed. This shows that the vehicle is decelerating. When Embodiment 4 is used, the next stop floor is set as the average stop floor, so that the difference between the next stop floor and the stop determination floor is smaller than in Embodiments 1 and 2.

As a result, it is possible to reach the maximum speed with higher acceleration than in the first and second embodiments, so that the vehicle reaches the stop determination floor earlier than in the first and second embodiments. Conversely, in the case where a rickshaw call does not enter in the middle, or when the next stop floor below the average stop floor is set by the passenger, the operation time is shorter with the first and second embodiments. In the present embodiment, the speed pattern is obtained using an average stop floor that minimizes the expected value of the car travel time by using the amount of car movement, the starting frequency for each stop decision floor, and the statistics of the car load. As a result, the travel time of passengers can be reduced on average. Further, depending on the probability distribution of the stop decision floor, the total operation time reduced compared to Embodiments 1 and 2 is larger than the total increase in operation time. However, it has the effect of improving operating efficiency. Also, since the average stop floor is used for the next stop floor, there is no extreme change in the moving distance due to the power call after the start of the movement as compared with Embodiments 1 and 2. This means that low acceleration, low jerk and high maximum speed operating patterns set for long travel distances are less frequently applied for short travel distances. This reduces the variation in arrival time for the same travel distance, thereby reducing passenger discomfort. Embodiment 5

In this embodiment, the statistics shown in Fig. 12 used in the procedure for setting the average stop floor described in Embodiments 3 and 4 above are used for each time period when passenger demand is different, such as when commuting or leaving work. Prepare them, and use them to determine the average stop floor for each time zone using the method described above. Then, the average stop floor is switched for each corresponding time zone and set as the average stop floor, and the car speed pattern is calculated. As a result, the statistics used to determine the average stop floor more accurately reflect actual passenger demand. Therefore, the set average stop floor is closer to the actual average stop floor, so that further improvement in operation efficiency can be realized. Embodiment 6.

In the present embodiment, as the next stop floor, the travel distance of the car to the average stop floor is compared with the travel distance of the next stop floor set by the passenger before the movement of the rikosago, and Set the next stop floor according to the situation, and calculate the car speed pattern.

In this way, the car speed pattern obtained by setting the next stop floor as the average stop floor is used when the next stop floor is set to be the average stop floor and the vehicle arrives earlier than when calculating the power stop speed pattern. This can prevent delays in reaching the stop decision floor. For example, the following cases correspond to this.

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 reset to the next stop floor set by the passenger before the rickshaw moves, In other cases, the next stop floor is set as the average stop floor.Thus, it is possible to eliminate the case where the traveling time is definitely slowed down by calculating the car speed pattern using the average stop floor, and further improve the operation efficiency. The reason for this is explained below.

First, with regard to the operation time, as the traveling distance becomes shorter, the acceleration and the jerk each reach faster than increasing the maximum speed, rather than increasing the maximum speed. This is because if the moving distance of the rig is short, the time to operate at the maximum speed is relatively shorter than the acceleration time or jerk time. When the car is operated with the car speed pattern shown in Fig. 4, the motor operation trajectory is as shown in Fig. 8. Therefore, high torque is required for the motor in order to achieve high acceleration and high jerk, but Fig. 2 shows that the maximum speed cannot be increased as the torque increases.

From the above, when solving the optimization problem and calculating the car speed pattern, higher acceleration is obtained when the gyro is moved to a smaller distance than when it is determined to be longer. Degree, high jerk, low top speed solution is required. If the next stop floor matches the stop decision floor, the car will reach the stop decision floor in the shortest time, so if the travel distance of the car is less than the average stop floor, the car will follow the speed pattern set for the next stop floor as the average stop floor. When the train is running, the running time will always increase if the rickshaw call does not come in the middle of the run.

In addition, the travel distance is shortened when a car call is received, so the above-mentioned reason (the shorter the next stop floor, the lower the maximum speed, the higher the acceleration, the higher the jerk solution can be obtained, and the travel distance As the speed becomes shorter, it is faster to increase the acceleration and jerk than to increase the maximum speed). Therefore, the car speed pattern is obtained earlier without setting the next stop floor as the average stop floor. As a result, if the travel distance due to the next stop floor set before the movement of the car is smaller than the average stop floor, it is determined that the next stop floor is reset to the stop floor set before the movement of the rickshaw, and the stop is determined earlier. The floor is reached, resulting in improved operating efficiency. Embodiment 7

In the present embodiment, the average stop floor is compared with the stoppable floor, and when the average stop floor is set in the express zone, for example, when there is an express zone in the ascent / descent process, the next stop floor is reset. Calculate the car speed pattern. For example, set as follows. When the next stop floor, which is the stoppable floor set by the passenger before the mosquito moves, passes through the express zone and the travel distance there is greater than the travel distance of the average stop floor, Resets the next stop floor to the end floor of the express zone section.

As a result, when the gygo moves through the express zone section and moves a distance greater than the average stop floor, the average stop floor is set as the next stop floor and the car speed pattern is calculated. It is possible to prevent delays in reaching the stop decision floor, and to suppress an increase in operating time. The reason is the same as described above. In other words, the longer the next stop floor, the higher the maximum speed, the lower the acceleration, and the lower the jerk solution.The higher the maximum speed, the faster the acceleration and the jerk. By reaching.

In addition to the case where there is an express zone, if the stop decision floor is determined before moving and there is no change, by making the next stop floor the stop decision floor, It is possible to prevent the arrival from being delayed by using the strength speed pattern obtained by setting the next stop floor as the average stop floor. As described above, according to the present invention, there is provided an elevator for driving a hoist having a counterweight connected to a passenger power bar via a mouth by a motor fed by an inverter. Car load detecting means for measuring the weight of the car as a car load, next stop floor setting means for setting the next stop floor, and the power load obtained by the power load detection means and the next stop floor setting means. A power go speed pattern generating means for generating a power go speed pattern in which the passenger power go reaches the next stop floor within the allowable driving range of the motor based on the next stop floor and in the shortest time. This has the effect of shortening the travel time of passengers and increasing the efficiency of basket operation.

According to the present invention, in an elevator for driving a hoist having a counterweight connected to a passenger car via a rope by a motor supplied with an inverter, the weight of the passenger car is measured as a car load. Car load detection means, next stop floor setting means for setting the next stop floor, component temperature detection means for measuring the temperature of the components constituting the inverter, and setting the temperature rise limit value of the components Limit temperature setting means; and a temperature rise allowable value calculation for calculating a temperature rise limit allowable value based on the component temperature obtained from the component temperature detection means and the temperature rise limit value set by the limit temperature setting means. Means, within an allowable driving range of the motor based on the temperature rise limit allowable value of the component, the power load and the next stop floor, and A power speed pattern generating means for generating a power speed pattern for the passenger power to reach the next stop floor in the shortest time when the expected temperature rise of the component is within the temperature rise limit allowable value. As a result, the traveling time of passengers can be shortened within a range in which components such as electronic devices can be prevented from being broken due to a rise in temperature.

In addition, the speed pattern generating means sets the upper limit of the car maximum speed, the car acceleration, and the rate of change of the car acceleration when generating the bolster speed pattern, so that the ride comfort of the elevator can be improved.

Further, the car speed pattern generating means may include a car speed drive provided to the motor. The motor torque waveform related to the motion command is converted to the current value flowing through the above-mentioned components, and the current value waveform generates the car speed pattern based on the condition restricted by the function of the temperature rise limit allowable value. Therefore, the amount of temperature rise is predicted from the waveform of the current flowing through the component, and there is an effect that the traveling time of the passenger is shortened within a range where the destruction of the component such as the electronic device can be prevented.

The next-stop floor setting means calculates the next-stop floor for generating the car speed pattern from the number of activations of the elevator and the statistic of the moving distance from the departure floor to the next stop-stop floor. As the average stop floor of the ergogo is used, it is not necessary to set the next stop floor for each number of activations of the elevator, thereby simplifying the calculation process, speeding up the speed pattern generation process, and further averaging the stop. When the next stop floor is changed to the next stop floor after the next stop floor has been set, the operation time can be shortened as compared with the conventional method when the next stop floor is changed due to the call of the rigo after the start of the movement of the rigo.

In addition, the next stop floor setting means sets the average stop floor of the car as the stop floor at each departure floor where the expected value of the travel time to the stop determination floor is minimized. This has the effect that the next stop floor can be set so that the effect of reducing the traveling time of the passengers is increased.

In addition, since the next stop floor setting means sets the average stop floor of the car based on the statistics of the stop determination floor for each time zone with different passenger demand, the average stop floor is set according to the passenger demand. Therefore, there is an effect that the effect of reducing the traveling time of passengers is further increased.

In addition, the above-mentioned gyro speed pattern generation means generates a car speed pattern by comparing the next stop floor with the average gyro stop floor, so that the next stop floor is set as an average stop floor. If there is a stop floor to calculate a speed pattern that will arrive more reliably than when calculating the speed pattern, the stop floor can be set as the next stop floor, further improving operating efficiency. This has the effect.

In addition, the car speed pattern generating means compares the stoppable floor at which the car can be stopped with the average stop floor of the rikgo to generate a powergo speed pattern, so that the average stop floor is not a stoppable floor. By operating using the speed pattern calculated by setting the next stop floor as the average stop floor, it is possible to avoid a delay in operation time and improve operation efficiency It has the effect of being done. Industrial potential

As described above, according to the present invention, it is possible to provide an elevator control device capable of changing the maximum speed and the acceleration degree according to the load and the moving distance, and shortening the operation time.

Claims

The scope of the claims

1. In an elevator that drives a hoisting machine having a counterweight connected to a passenger car via a rope by a motor supplied by an inverter,

A car load detecting means for measuring the weight of the passenger power as a power load, a next stop floor setting means for setting a next stop floor,

Based on the car load obtained by the car load detection means and the next stop floor set by the next stop floor setting means, the passenger power is transferred to the next stop floor within the allowable driving range of the motor and in the shortest time. A gyro speed pattern generating means for generating a gyro speed pattern to reach

An elevator control device comprising:

2. A component temperature detecting means for measuring the temperature of the components constituting the inverter,

Limit temperature setting means for setting a temperature rise limit value of the above components,

Temperature rise allowable value calculating means for calculating a temperature rise limit allowable value based on the component temperature obtained from the component temperature detecting means and the temperature rise limit value set by the limit temperature setting means;

Further comprising

The gyro speed pattern generating means is configured to estimate the temperature of the component within an allowable driving range of the motor based on the temperature rise limit allowable value of the component, the gyro load, and the next stop floor. Generates a car speed pattern in which the passenger power reaches the next stop floor in the shortest time when the temperature rise amount is within the temperature rise limit allowable value.

The elevator control device according to claim 1, wherein:

3. The speed pattern generating means, when generating the power pattern, sets the maximum speed of the power, the speed of the car, and the upper limit of the rate of change of the speed of the car. Control device.

4. The car speed pattern generating means converts a motor torque waveform related to the car speed drive command given to the motor into a current value flowing through the above-mentioned component, and the current value waveform is a function of the temperature rise limit allowable value. 3. The control device for an elevator according to claim 2, wherein the power speed pattern is generated based on a condition constrained by the following.

5. The next stop floor setting means obtains the next stop floor for generating the power speed pattern from the number of times the elevator is started and the statistic of the travel distance from the car departure floor to the next stop stop floor. The elevator control device according to claim 1, wherein the cage is an average stop floor of the car.

6. The next stop floor setting means sets the average stop floor of the car as a stop floor at each departure floor, which minimizes an expectation of a travel time to a stop determination floor. 5. The control device of the elevator according to 5.

7. The elevator control according to claim 5, wherein the next stop floor setting means sets the average stop floor of the car based on statistics of stop determination floors for each time zone with different passenger demand. apparatus.

8. The elevator control device according to claim 5, wherein the car speed pattern generation means generates a car speed pattern by comparing the next stop floor with an average stop floor of the car.

9. The gyro speed pattern generating means according to claim 5, wherein the gyro speed pattern generating means generates a gyro speed pattern by comparing a stoppable floor at which the gyro can be stopped with an average stop floor of the gyro. Elevator control device.