WO2012093441A1

WO2012093441A1 - Door control system for elevator

Info

Publication number: WO2012093441A1
Application number: PCT/JP2011/006927
Authority: WO
Inventors: 政之垣尾; 宇都宮　健児
Original assignee: 三菱電機株式会社
Priority date: 2011-01-06
Filing date: 2011-12-12
Publication date: 2012-07-12
Also published as: CN103282300B; DE112011104681T5; CN103282300A; JPWO2012093441A1; KR101506416B1; DE112011104681B4; KR20130101120A; JP5575272B2

Abstract

Provided is a door control system for an elevator comprising: a car door configured to open/close the doorway of the elevator car; elevator hall doors configured to open/close the elevator hall doorways of each floor; a motor configured to drive open/close operation of the car door; an engaging device provided between the car door and the elevator hall doors in order to allow an open/close operation of the elevator hall doors in conjunction with the open/close operation of the car door driven by the motor. In order to promptly detect engagement of the elevator car door and any of the elevator hall doors so as to speed up the open/close operation, this door control system for the elevator comprises: a means configured to previously calculate an area before and after engagement of the car door and the elevator hall door using the output of a rotation detecting means configured to detect rotation of the motor and output of a torque detecting means configured to detect the torque of the motor; a memory means configured to store the result of the calculation; and a means configured to detect engagement of the car door and the elevator hall door using the output of the rotation detecting means and the output of the torque detecting means upon actual open/close operation of the doors and the result of the calculation stored in the memory means.

Description

Elevator door control system

The present invention relates to a control device for opening / closing an elevator door, and to a technique for detecting engagement between a car-side door and a landing-side door.

In general, an elevator door is composed of a total of four doors, two left and right car doors provided on the car side and two left and right landing doors provided on the landing side. When the car is opened and closed, the car side door and the landing side door are engaged to open and close in conjunction. The car side door and the drive belt provided on the upper portion of the door are connected by a connecting tool. The drive belt is endless and has an elliptical shape that is long in the horizontal direction, and is wound around and stretched around both of the two wrapping wheels provided in the door upper device. With this configuration, the drive belt is rotated by the rotation of the winding wheel, so that the door is opened and closed. At this time, since the car side door and the landing side door are not in contact when fully closed, it is necessary to move the door at a low speed until the door is engaged (see FIG. 4). This is because, when operated at a high speed, a loud sound or vibration is generated due to a collision during engagement.
In addition, since it is unclear whether or not the landing side door can be engaged, even if the engagement gap (see FIG. 3) is the largest in the mechanical specification, the car side door 1 is moved to the position where the engagement should have ended. After the movement (see FIG. 1), the acceleration operation is started. Therefore, a considerably long low-speed driving time occurs (see FIG. 4), and as a result, there is a problem that the operation efficiency of the elevator is lowered.
On the other hand, Patent Document 1 discloses a technique for reducing a useless low-speed driving time by providing a detector for detecting an engagement gap and controlling a door according to the output of the detector.
Patent Document 2 discloses a technique for detecting an engagement position from a change in torque of an electric motor.
Further, Patent Document 3 discloses a technique for estimating the mass from changes in the torque and angular velocity of the electric motor and detecting the engagement position.

JP 03-293283 A (page 8, FIG. 1) JP 2007-15787 A (page 6) JP 2009-214952 A

If the technique shown in the above-mentioned Patent Document 1 is used, it is possible to surely reduce the useless low-speed driving time and improve the operation efficiency of the elevator. However, since it is necessary to newly provide a sensor for detecting the engagement gap, there is a problem that the apparatus becomes complicated and large. In addition, a sensor for detecting such an engagement gap is generally expensive.

Japanese Patent Laid-Open No. 2004-228561 determines engagement from changes in motor torque and angular velocity during engagement. This technology uses the information of the motor speed sensor and current sensor (the control current is almost proportional to the torque) necessary for normal control to determine the engagement of the door. Therefore, there is an advantage that the apparatus can be prevented from becoming complicated, large and expensive. However, speed fluctuations and torque fluctuations are also caused by factors other than the engagement of the doors, such as friction generated in the lower part of the car-side door and the landing-side door, clogging of the door and the sill, etc. There was a problem.

In addition, the degree of fluctuation in speed and torque due to engagement also depends on the degree of contact of the engagement device (engagement vane and engagement roller), the spring constant of the drive belt, friction with the rails of the car-side door and the landing-side door, Since it fluctuates due to various factors such as the control algorithm of the electric motor for driving the vehicle, there is also a problem that it is unclear how to set the threshold value for detecting the engagement.
Furthermore, since the detection threshold is unclear, it is necessary to evaluate the detection of engagement including not only sensor information at the time of engagement but also sensor information for a predetermined period before and after the engagement. Accordingly, the engagement cannot be detected in real time, and in the above-mentioned patent document, the engagement position is detected after the door opening operation is completed, and the engagement position is stored for each floor. Thus, hereinafter, a technique for changing the door angular velocity pattern using the stored engagement position is used.

However, since the elevator car is inclined depending on the passenger's boarding position, etc., even on the same floor, the positional relationship between the car side door and the landing side door changes depending on the presence or absence of the passenger and the boarding position, and the engagement position also Change. Therefore, during normal operation, the engagement position obtained during the previous opening / closing operation is not correct, and there is a problem that the operation shifts to the acceleration operation before the engagement or the low speed period continues after the engagement. .
Further, the technique disclosed in Patent Document 3 has a problem that the update of mass estimation is delayed at low angular acceleration. In order to minimize the impact due to the engagement near the engagement, control of driving the car side door at a constant speed or low angular acceleration is common, so Patent Document 3 needs to be implemented under special control. There was a problem with it.

The present invention includes a car-side door that opens and closes an entrance / exit of a car of an elevator, a landing-side door that opens and closes an entrance / exit of a landing on each floor, an electric motor that opens and closes the car-side door, the car-side door, and the landing-side An elevator door control system having an engagement device provided between the door and opening / closing the landing side door in conjunction with the opening / closing operation of the car side door by opening / closing driving of the electric motor, Means for calculating in advance an identification line for identifying before and after engagement between the car side door and the landing side door, using rotation detection means for detecting rotation and torque detection means for detecting the torque of the electric motor; A storage means for storing the identification line, and using the rotation detection means and the output of the torque detection means obtained when the door is actually opened and closed, and the identification line, A elevator door control system characterized by comprising a means for sensing the engagement between the door and the landing-side door.

As described above, the present invention provides an elevator door control system comprising: a rotation detection unit that detects rotation of the electric motor; a current sensor that detects torque of the electric motor; the rotation detection unit; and the current sensor. Means for calculating an identification line that statistically separates the time-series data obtained before and after engagement with the landing-side door, storage means for storing the identification line, and rotation detection means obtained by newly opening and closing And the output of the current sensor and the identification line are used to detect the engagement with the landing-side door. Even if there is a fluctuation, it is possible to quickly detect the engagement between the car side door and the landing side door. Therefore, the door opening time can be reduced, and after the door is engaged, the low speed section can be reduced to shift to the acceleration operation, so that the low noise and low vibration performance due to the low speed engagement is maintained, There is a remarkable effect that the operation efficiency of the elevator can be improved.

It is a front view of the car side door apparatus of a common elevator. It is a front view of the landing side door device of a general elevator. It is a top view which shows the relationship between a car side door apparatus and a landing side door apparatus. It is a figure which shows the angular velocity pattern at the time of the door opening of a general elevator. 2 is a block diagram showing a control algorithm in Embodiment 1. FIG. It is a figure which shows the example of the mechanical door closing force depending on a door position. The amount of movement of the car side door from the door opening and the area before and after the engagement is guaranteed. It is an ideal angular acceleration and torque plane before and after engagement when the door is opened. The engagement position is detected from the intersection of the obtained identification line and the new time-series data of angular acceleration and torque. It is a plane of actual angular acceleration and torque before and after engagement when the door is opened. It is a figure which shows the improvement effect of the angular velocity pattern by this invention. It is a plane of actual angular velocity and torque integration before and after engagement when the door is opened. It is a plane of angular acceleration and torque that vary with a low-pass filter. It is the figure which showed the method of determining an identification line by selecting two points each before and after engagement. It is the figure which showed the identification line which changes with how to select the point after engagement. It is the figure which showed the method of determining an identification line by selection of 2 points | pieces before engagement. FIG. 20 is a block diagram showing a control algorithm in the eighth embodiment. It is a block diagram which shows the control algorithm in Embodiment 1 in case a motor is an induction motor or an embedded magnet synchronous motor. FIG. 20 is a block diagram showing a control algorithm in Embodiment 8 when the electric motor is an induction motor or an embedded magnet synchronous motor.

Embodiment 1 FIG.
1 to 3 show the configuration of an elevator door device according to Embodiment 1 of the present invention. FIG. 1 is a front view showing a car-side door of an elevator, FIG. 2 is a front view showing a landing-side door of the elevator, and FIG. 3 is a top view showing a relationship between the car-side door and the landing-side door.
The configuration will be described below. As shown in FIGS. 1 and 3, an engagement vane 2 for engaging the landing-side door 6 is installed on one of the two car-side doors 1. In addition, an engagement roller 7 is provided on one of the two landing-side doors 6 so as to correspond thereto. When the elevator car 8 stops on the floor, the engagement vane 2 installed on one of the car-side doors 1 sandwiches and holds the engagement roller 7 installed on one of the landing-side doors 6. The landing door 6 is opened and closed in conjunction with the opening and closing operation of the car side door 1. The engagement vanes 2 and the engagement rollers 7 are collectively referred to as an engagement device.
Further, since the two landing-side doors 6 are connected, when the landing-side door 6 on the side where the engagement roller 7 is installed is operated by the electric motor 5 via the engagement vane 2 and the engagement roller 7, the other side The landing side door 6 also moves in the opposite direction to open and close the doorway.

As described above, the elevator door device has the electric motor 5 installed in the car-side door 1, and has a mechanism for engaging and closing the landing-side door 6 on each floor. On the other hand, the engagement vane 2 and the engagement roller 7 need to be installed so that they do not come into contact with each other when the elevator car 8 is running. It is installed to become. Since the elevator car 8 has a structure that moves not only in the vertical (running) direction but also in the left and right front-rear direction due to uneven load and vibration, the engagement gap 9 needs to be wide to some extent so as to absorb the vibration.

FIG. 5 is a block diagram showing an internal configuration of the door controller 4 provided in the elevator door device according to Embodiment 1 of the present invention. As shown in FIG. 5, the door controller 4 includes an angular velocity pattern generator 12, a subtractor 20, a speed controller 13, a subtractor 21, a current controller 14,

differentiators

22, 23, and a gain. 24, a known torque converter 15, a subtractor 19, an identification line calculator 17, a door engagement detector 16, and a storage means 3 are provided. In FIG. 5, a door controller 4 is connected to the electric motor 5, and a rotation detecting means 10 that detects the rotation of the electric motor 5 is connected. Here, the rotation detection means is also connected to a current sensor 11 that detects torque generated by the electric motor 5.

In the door controller 4, the angular velocity pattern generator 12 outputs an angular velocity command value to the subtracter 20. From the output angular velocity command value, the rotational angular velocity value obtained by differentiating the rotational angle detected by the rotation detecting means 10 with the differentiator 22 is subtracted by the subtractor 20 to obtain the angular velocity deviation. The speed controller 13 uses the angular speed deviation to obtain a current command value that causes the actual angular speed to follow the angular speed command value. The obtained current command value is calculated by the subtractor 21 and the current value detected by the current sensor 11, and the deviation is output from the subtractor 21. Next, the drive voltage 18 is determined by the current controller 14 based on the deviation, and the electric motor 5 is driven by the drive voltage 18.

In the identification line calculator 17 unique to the present invention shown in FIG. 5, the torque constant Ke is multiplied by the gain 24 by the angular acceleration obtained by the differentiation process by the differentiator 22 and the current value detected by the current sensor 11 ( A product obtained by multiplying the output of the current sensor 11 by a gain 24 is referred to as torque detecting means), and an identification line for separating before and after engagement is calculated using the torque of the obtained electric motor. The torque due to the mechanical door closing force (same as “known torque” described below; the same applies hereinafter) is a value corresponding to the position of the door as shown in FIG. 6, and the rotation angle ( Based on the position information), the known torque converter 15 calculates the position-dependent torque added to the electric motor 5. The torque due to the mechanical door closing force shown in FIG. 6 varies depending on the difference in the mechanical door closing force generated by the weight of the spring or the weight, so that the pattern varies depending on the combination of components that generate the mechanical door closing force. Fluctuates as 1 to 4. Torque τ (k) is calculated from a value obtained by subtracting the known torque from the output of the gain 24 (torque obtained from the current sensor 11) by the subtractor 19. If such subtraction is not performed and the ratio of the known torque to the output of the gain 24 is large, the engagement is erroneously detected.

The calculation of the torque τ (k) may be detected correctly without performing the processing in the subtracter 19. However, by performing subtraction, it is possible to reduce the possibility of erroneously detecting engagement when the ratio of the known torque to the output of the torque detection means 24 is large.

In the special torque detection means 44 shown in FIG. 18, the torque of the electric motor 5 is calculated. Generally, when the motor 5 is a DC motor or a permanent magnet synchronous motor, the torque is proportional to the current. Therefore, the torque can be calculated by using the gain 24 for the current value detected by the current sensor 11. is there. On the other hand, since the torque output from the induction motor varies depending on the slip amount, the torque cannot be calculated only by the current. Here, the slip amount can be derived by calculating the voltage and frequency of the drive voltage 18 to the motor and the angular velocity of the motor from the rotation detecting means 10, and the torque can be calculated from the equation (1).

Here, Torque_im is the torque of the induction motor, s is the slip amount, V is the drive voltage 18, f is the frequency of the drive voltage 18, p is the number of poles, r1 and r2, and x1 and x2 are circuits used in the equivalent circuit of the motor. It is a constant. The coefficient 3 is a value when the circuit constant of the equivalent circuit is determined for each phase, and is 1 when the three phases are collectively set as the circuit constant.

Similarly, torque cannot be calculated only with current in an embedded magnet synchronous motor. In the embedded magnet synchronous motor, since reluctance torque is generated, the torque can be calculated from the equation (2).

Here, Torque_ipm is the torque of the interior permanent magnet synchronous motor, Ψ _a is the flux linkage by the permanent magnet, L _d and L _q are the two-phase inductances when the coordinates are converted, and are constants given in advance. i _d and i _q are two-phase current values obtained by coordinate transformation of the current values obtained by the current sensor 11. Therefore, the torque is calculated by the formula (2) in the special torque detecting means 44 shown in FIG. 18 in the embedded magnet synchronous motor.

When the induction motor is selected in advance by the motor selection flag 45, the special torque detection means 44 calculates the torque by the equation (1), and when the embedded magnet synchronous motor is selected, the special torque detection means 44. The torque is calculated by the equation (2).

Next, inertia (moment of inertia) in the rotation direction of the motor due to the mass of the door and running resistance used in the engagement detection algorithm which is a feature of the present invention will be described.
Assuming that the distance from the rotating shaft of the electric motor to the center of gravity of the door is constant, the inertia of the rotating shaft of the electric motor in terms of the mass of the door and the mass of the door have a constant ratio. Further, the running resistance and the mass caused by the friction when driving the door also have a constant ratio. Here, assuming that the mass of the door is constant, the inertia at that time is J, the running resistance is T, the detected torque of the motor 5 is τ (k), and the detected angular acceleration of the motor 5 is a (k). (3) is established. K indicates the kth sampling value of the detection value of the sensor.
τ (k) = J × a (k) + T (3)
Here, the mass of the door driven by the electric motor 5 varies from only the car-side door to the one including the car-side door and the landing-side door before and after the engagement. In addition, since the ratio of inertia to mass and the ratio of running resistance to mass are constant, J and T fluctuate before and after such a rapid increase in mass, and before engagement, they are related from J _b and T _b. After the combination, it changes to a constant such as J _a and T _a . _Here, a _{_{_{J b <J a, T b}}} <T a.

In order to obtain this constant, a section of time-series data that can separate before and after engagement is used. Assume that the section to be engaged is in a section of ± α [mm] with X [mm] as the center as shown in FIG. Here, it is guaranteed that the door is not engaged from the door opening to X−α, and the door is guaranteed to be engaged from the door opening to X + α and after the door is fully opened. Use time-series data of angular acceleration and torque only for the section that is guaranteed not to be engaged, and linearly approximate all the time-series data of the section or several sampled points using the least squares method, etc. Or the average of several points near or at the end point where the angular acceleration or torque is maximum or minimum on the same section, or by drawing a straight line, the slope of the straight line (straight line before engagement) it is possible to determine the _{T b} is the J _b and the intercept.

In addition, J _a and T _{a after} engagement are all time-series data from X + α to fully open, or a few sampled points where it is guaranteed that they are not engaged, as in the calculation method before engagement. By approximating the straight line using the least squares method, or by drawing a straight line using the average of several points near or at the end point where the angular acceleration or torque is maximum or minimum, J _a that is the slope of the straight line) and T _a that is the intercept can be obtained. If the torque τ (k) is not calculated by the value obtained by subtracting the known torque from the output of the gain 24 (torque obtained from the current sensor 11) by the subtractor 19, the ratio of the known torque to the output of the gain 24 is becomes large, J _a and T _a post J _b and T _b and the engagement of the front engagement can no longer represented the value of only the door correctly.

Here, the time series data of the angular acceleration obtained by the rotation detecting means 10 and the torque obtained by the current sensor 11 are considered, and these time series data are drawn in the relationship diagram between the angular acceleration and torque shown in FIG. (Hereinafter, in FIG. 9 and FIG. 13, the locus 25 is similarly indicated by an arrow. In FIG. 12, the locus 38 of the relationship diagram between the angular velocity and the torque integration is indicated by an arrow). Since the inertia and the running resistance change due to the engagement, the group 26 before the engagement and the group 27 after the engagement become linear, and the identification line 28 can be identified by a straight line. Since the group 26 before engagement and the group 27 after engagement are both linear, they are V-shaped around the vicinity of the engagement, and may be linearly separable using an appropriate method. Recognize.

If the torque transmission in the rotation direction of the electric motor 5 is non-linear here, or if the rotation detecting means 10 is fixed through a non-linear transmission element, it may be curved. In that case, it is better to consider torsion springs and dampers in the rotational direction. In these methods, a non-linear identification line is obtained. However, a non-linear identification line may be used as long as it can be separated with high reliability near the engagement.

In this embodiment, it is evaluated that the inertia (moment of inertia) and the running resistance of the control object fluctuate before and after the engagement, by evaluating the fluctuating angular acceleration and torque, and has a good discrimination performance. Since an identification line can be defined, it is possible to identify before and after engagement.
Here, for example, if the two straight lines before and after the engagement are divided into two equal parts as shown in Equation (4), the straight line representing the pre-engagement and the straight line representing the post-engagement are divided into two, the relationship with the group before the engagement. An identification line 28 identifying the group after joining can be constructed.

τ = tan ((tan ⁻¹ (J _a ) + tan ⁻¹ (J _b )) / 2) × a
+ (J _b × T _a -J _a × T _b- (T _a -T _b )
X tan ((tan ^-1 (J _a ) + tan ^-1 (J _b )) / 2) / (J _b -J _a ) (4)

Formula (4) requires a small amount of calculation because the formula is simple and simple.

The identification line calculator 17 pre-calculates the equation (4) using the inertia derived from the time series data of the angular acceleration and torque, and the angular acceleration newly obtained as shown in FIG. 9 when the door is actually opened and closed. When the torque and time series data are superimposed, the intersection 29 intersecting with the equation (4) is estimated to be engaged, so that immediate engagement detection is possible. The identification line 28 derived here is stored in the storage means 3.

The door engagement detector 16 has an angular acceleration a (k) and a torque τ (k) that change in real time when the door is actually opened and closed, and tan (4) calculated in advance and stored in the storage means 3. (Tan ⁻¹ (J _a ) + tan ⁻¹ (J _b )) / 2), (J _b × T _a −J _a × T _b − (T _a −T _b ) × tan ((tan ⁻¹ (J _a ) + Tan ⁻¹ (J _b )) / 2) / (J _b −J _a ) is held, and it is continuously detected whether or not it is engaged as the angular acceleration and torque change. When it is detected that it is engaged, acceleration is started immediately, so it is possible to respond quickly to changes in the engagement gap caused by the inclination of the car due to the in-car load. Acceleration is possible after proper and sensitive engagement detection.

FIG. 10 shows an example of door engagement detection using the present invention. In this detection result, since the detection is performed using an experimental machine, the door movement distance until the engagement can be measured, the time from the actual engagement until the engagement is detected, and the conventional engagement detection. The shortening amount 31 from the timing 30 where acceleration was performed without performing the acceleration detection to when the engagement was detected is known. The amount of shortening 31 can be found by looking at the time, and the amount of time shortening by engagement detection can be seen by looking at the position of the door at each time. From this result, it was confirmed that engagement was detected in real time and the door opening time was reduced.

As described above, the remaining door opening distance and the angular velocity pattern up to the fully opened position are recalculated by the angular velocity pattern generator 12 in accordance with the engagement detection. As shown in the angular velocity pattern 33 in FIG. 11, by immediately accelerating 42 after detecting the engagement, the low speed section is shortened, and the driving time at the maximum speed is adjusted slightly longer than the conventional speed pattern 32. The The maximum opening width of the door is given in the specification, and the movement distance of the door is measured by the rotation detecting means 10, so that the maximum driving time can be extended or shortened by being sent to the subtracter 20 as a speed command value. As a result, the door opening time is shortened like the shortening time 43 when fully opened.

As described above, in the present invention, the identification line calculator 17 detects the engagement between the car-side door 1 and the landing-side door 6, and uses the door engagement detector 16 and the new time acceleration and torque time-series data. Thus, the output of the angular velocity pattern generator 12 can be changed as appropriate according to the engaged door position. This makes it possible to detect different engagements under the respective conditions, and after engagement, it is possible to reduce the low speed section and shift to acceleration operation, so that low noise and low vibration performance due to low speed engagement are maintained. As a result, useless low-speed driving time can be reduced, and the operation efficiency of the elevator can be improved.

In the present embodiment, the current of the electric motor 5 is detected and the torque of the electric motor 5 is obtained. However, the torque may be directly obtained using a torque sensor. Further, the torque used for the engagement detection may be a current command value that is an output of the speed controller 13, and the angular acceleration is derived using a secondary differential filter other than that using the

primary differentiators

22 and 23. But it ’s okay. Further, although the angular acceleration was obtained from the rotation detecting means 10 using the

primary differentiators

22 and 23, the angular acceleration measured by the angular accelerometer was obtained by using only the primary differentiator 23, and the angular acceleration measured by the angular accelerometer was directly obtained. The one used may be used.

In addition, the area calculation before and after the engagement can be calculated every time considering the running resistance that fluctuates due to deterioration and installation conditions, but once every few times or once every few weeks It is also possible to carry out learning with a value learned at the factory or once at the time of installation or at the factory.

Further, the rotation detecting means 10 of the electric motor 5 used in the present embodiment may be a resolver or encoder that is an angle meter. Alternatively, the position, speed, acceleration, and the like of a door or a gear or belt between the door and the motor may be measured and converted into a rotation direction to serve as a rotation detection unit. In addition, paying attention to the fact that the speed electromotive force generated inside the motor includes angle information, sensorless drive control using this information (reference: Shinnaka “Permanent Magnet Synchronous Motor Vector Control Technology, Volume 2-Sensorless Drive Control” No. 1 ”, Denpa Shimbun, December 15, 2008, p.28-29). Obtaining the rotation information of the electric motor 5 in this way is advantageous in terms of the cost of mounting the rotation detecting means 10, the cost of maintenance, and the mounting space.
Further, instead of the rotation-driven electric motor 5 used in the present embodiment, a linear drive linear motor or pneumatic / hydraulic actuator is used, and a position sensor, a speed sensor, an acceleration sensor, etc. are used instead of the rotation detection means 10. It may be used.

As described above, in the present embodiment, the car-side door 1 that opens and closes the entrance / exit of the elevator car 8, the landing-side door 6 that opens and closes the entrance / exit of the landing on each floor, and the car-side door 1 are opened and closed. An electric motor 5 is provided between the car-side door 1 and the landing-side door 6, and has an engagement device that opens and closes the landing-side door 6 in conjunction with the opening and closing operation of the car-side door 1 by opening and closing driving of the electric motor 5. In the elevator door control system, the rotation detection means 10 for detecting the rotation of the electric motor 5, the current sensor 11 for detecting the torque of the electric motor 5, the angular acceleration information obtained from the output of the rotation detection means 10, and the current sensor 11 Since the door engagement detector 16 is provided with the torque information to be input as input, it can be seen that the engagement can be detected in real time and the door opening time can be reduced.

Further, in the present embodiment, since the angular velocity pattern generator 12 that generates the rotational angular velocity of the electric motor 5 is provided and the output of the angular velocity pattern generator 12 is changed from the output of the door engagement detector 16, Different engagement detection is possible under each condition, and after engagement, it is possible to reduce the low speed section and shift to acceleration operation, so it is useless while maintaining low noise and low vibration performance due to low speed engagement. The low-speed driving time can be reduced and the operation efficiency of the elevator can be improved.

Further, in the present embodiment, there is a known torque converter 15 that calculates a position-dependent torque on which the electric motor 5 is loaded based on position information obtained from the output of the rotation detecting means 10, and the door engagement detector is an electric current. Since the input obtained by subtracting the output of the known torque converter 15 from the torque information obtained from the sensor 11 can be removed in advance, the known torque determined by the door position can be removed in advance, so that highly accurate detection is possible. Become.

In the present embodiment, a straight line that bisects the straight line representing before and after the engagement into two equal angles is selected for the construction of the identification line 28. However, the accuracy of the engagement detection varies depending on the mechanical specifications. In consideration of their mechanical specifications, the identification line 28 may be constructed using a weighted angle instead of an equal angle for the purpose of preventing false detection or speeding up engagement detection. .

There is also a method of constructing the identification line 28 by adding a mechanical door closing force for the landing side door 37 to the landing side door 37 in order to increase the difference or ratio between the inertia before and after the engagement and the running resistance. The mechanical door closing force for the landing-side door uses a weight and a pulley to change gravity into a force in the door closing direction or generate a force in the door closing direction by a spring force. For the purpose of preventing erroneous detection of engagement or speeding up detection of engagement, the identification line 28 may be constructed using a mechanical door closing force for the landing side door.

Embodiment 2. FIG.
In the present embodiment, the time series data of angular acceleration and torque before and after engagement are viewed as a group, and a straight line that statistically separates the group from each other is constructed as the identification line 28.
Here, the plane that separates the groups from each other maximizes the margin (the plane that selects the smallest distance among all the linear distances between the elements that constitute the group and the group, and if the data can be linearly identified, The minimum distance is equally divided, that is, a plane including a point to be maximized).

If the identification line is configured by the method of the present embodiment based on the angular acceleration and torque variation measured in the present embodiment, the engagement can be identified even with unlearned new data. However, since the present embodiment uses two dimensions of angular acceleration and torque, the identification line is a straight line.

In this embodiment, it is necessary to label the elements of the group before and after the engagement of the data to be learned (determining whether the elements of the group are before or after engagement). As a labeling method, labeling is performed using a position where it can be surely engaged or not engaged. When the engagement gap is expressed in a format such as X ± α (cage-side door movement amount with the fully closed state as the origin), it can be seen that X−α is the group 26 before engagement. On the other hand, after X + α, it can be seen that the group 27 is engaged.

Thus, the identification line 28 is determined using the angular acceleration and torque data that have been labeled before and after the engagement, but it is not necessary to limit to the method of the present embodiment for the determination. In other general pattern recognition algorithms such as vector machine (SVM), hidden Markov model (HMM), and DP matching, the features to be identified (for example, the group 26 before engagement and the group 27 after engagement are linear). Can be determined. In addition, since identification methods such as principal component analysis and k-means (k-means) are pre-labeled and do not use information, the reliability of the identification line is reduced, but the identification line can be set. is there.

Furthermore, not only the method of maximizing the margin for determining the identification line, but also for the purpose of suppressing vibrations, for the purpose of giving a likelihood until acceleration after engagement, There is also a method of slightly shifting the identification line to the side after engagement when viewed from the group before joining. In order to satisfy this, a method is conceivable in which the weight of the distance from the group after engagement to the identification line is made smaller than the distance from the group before engagement to the identification line. In addition, the data range before and after the engagement is part of the section where the noise resistance is strong because the transition is not transitional or the external force is not applied in all the sections before and after the engagement. It is also possible to select by selecting.

Here, since the identification line has the largest margin from the group before the engagement and the group after the engagement, the intersection 29 of the time series data 25 and the identification line 28 represents immediately after the engagement, and the time series data is the intersection 29. When the value exceeds the value, it is possible to identify whether or not it is engaged, that is, to detect that it is engaged.

Embodiment 3 FIG.
In the first and second embodiments, the identification line is set by using the angular acceleration and the torque, but the angular velocity and the torque integrated value can be used as the other state variables obtained by the rotation detecting means 10 and the current sensor 11. An identification line 28 similar to 1 can be defined. The angular velocity and torque integral value can remove minute noise generated by the time series data of angular acceleration and torque by averaging and can enhance noise resistance. Also, if the angular velocity is obtained by differentiating to calculate the angular acceleration, the influence of the delay due to the use of the filter occurs, but the influence can be removed.

As shown in FIG. 12, in the angular velocity-torque integral value plane, the identification line 28 can be configured by the same method as in the first and second embodiments. Such an identification line can be configured by using another state variable such as an angle or a differential value of torque, and can detect engagement regardless of the selection of the state variable.

Embodiment 4 FIG.
In the first embodiment, the angular acceleration is obtained by using the rotation detecting means 10, but the angular acceleration information sometimes has a lot of noise, so it is necessary to use a low-pass filter. At that time, when the order of the low-pass filter is large or the cut-off frequency is low, due to the nature of the phase delay of the low-pass filter, the time-series data as a whole approaches the start side of the door opening as shown in FIG. The position of X-α and the actual engagement position also approach the door opening start side. However, since the identification line 28 is not affected by variations in the X-α position or the actual engagement position, the detection is delayed. However, if the order of the low-pass filter is lowered or the cut-off frequency is increased, the noise resistance is weakened, so that there is a high possibility that engagement is erroneously detected due to minute noise.

The amount of noise varies depending on the device and the environment in which the device is placed.If the above-mentioned relationship is considered and the low-pass filter is designed with a lower order or a higher cut-off frequency, false detection will occur due to noise. If the order of the low-pass filter is increased or the cut-off frequency is reduced to prevent erroneous detection, engagement detection without erroneous detection can be performed.

Embodiment 5 FIG.
In this embodiment, two arbitrary points are taken from the group before the engagement, and two arbitrary points are taken from the group that is guaranteed after the engagement, and a straight line is drawn using the two points before the engagement, and the inclination thereof And the intercepts are J _b and T _b . Similarly, J _a and T _a are derived using the two points after engagement. Using them, an identification line is formed by Equation (4). However, since the two points before and after the engagement are as far as possible from each other, it is not a straight line that captures the local inclination (inertia) and intercept (running resistance) after the engagement and after the engagement. The average straight line before and after the engagement can be expressed, and the performance of the identification line is improved.
As described above, in the fifth embodiment, it is not necessary to perform a complicated calculation with a large amount of calculation like the least square method in order to calculate the inertia and the running resistance, and variables can be held with a relatively small memory. .
As described above, in the fifth embodiment, the same effect as in the first to fourth embodiments can be obtained, and an identification line that does not cause erroneous identification can be drawn with a relatively small memory and calculation amount.

Embodiment 6 FIG.
In the present embodiment, an identification line having a maximum margin is configured using two arbitrary points from the group before engagement and one point near X + α in the group that is guaranteed after engagement. However, if the two points before the engagement are as far as possible, local inertia and running resistance are not captured, and the performance of the identification line is improved. Further, as shown in FIG. 15, as the point after engagement becomes farther from X + α (see arrow 34 in FIG. 15), the identification line becomes farther from the group before engagement (see arrow 35 in FIG. 15). X + α is better.

Also, if the identification line is determined using the angular acceleration and the torque at the point where the maximum torque before engagement is obtained at one of the two points before engagement, the slope is the same as the group before engagement, and the intercept is Since it is larger than the group before the engagement, the intersection point 29 does not intersect with the group before the engagement, and erroneous identification is eliminated.
As described above, in the sixth embodiment, the same effect as in the fifth embodiment can be obtained, and an identification line that does not cause erroneous identification can be drawn with a relatively small memory and calculation amount.

Embodiment 7 FIG.
In the present embodiment, as shown in FIG. 16, an identification line is configured using two arbitrary points from the group before engagement. However, if the two points before the engagement and the two points after the engagement are as far apart as possible, local inertia and running resistance are not captured, and the performance of the identification line is improved. The inertia and running resistance change from the state of only the car-side door to the one including the landing-side door by engagement. At this time, the mass ratio of the car side door + the landing side door 37 is only about twice from the car side door (if the mass ratio is known in advance with high accuracy, it is better to use it). The inertia and running resistance after the combination are also simply doubled. Therefore, when the identification line is derived using the equation (4), the inertia and running resistance of the identification line are about (1 + 2) / 2/1 = 3/2 times before the engagement. In FIG. 16, the representative line before engagement is represented by 36, and the representative line after engagement in which the inclination and intercept of 36 are doubled is represented by 37.

In the seventh embodiment, an identification line may be configured using two arbitrary points from the group after engagement. However, if the two points before the engagement and the two points after the engagement are as far apart as possible, local inertia and running resistance are not captured, and the performance of the identification line is improved. At that time, the inertia and the running resistance before the engagement are about 1/2 times after the engagement from the mass ratio, and the inertia and the running resistance of the identification line are each (1 + 1/2) / 2/1 after the engagement. = About 3/4 times.
As described above, in the seventh embodiment, the same effects as those of the sixth embodiment can be obtained, and an identification line that does not cause erroneous identification can be drawn with a minimum memory and a calculation amount.

Embodiment 8 FIG.
FIG. 17 is a block diagram showing an internal configuration of the door controller 4 provided in the elevator door device according to the eighth embodiment. In FIG. 17, components having the same functions as those in FIG. 5 are denoted by the same reference numerals, and description thereof is omitted here. 17 differs from the configuration in FIG. 5 in that a speed controller 41 is provided in place of the speed controller 13 in FIG. 5 and that there is a difference between the current controller 14 and the motor 5. In addition, an overload detector 39 is added, and a door engagement detector / mass estimator 40 is provided instead of the door engagement detector 16.

FIG. 19 is a block diagram showing an internal configuration of the door controller 4 provided in the door device of the elevator according to the eighth embodiment when the electric motor is an induction motor or an embedded magnet synchronous motor. 19, components having functions equivalent to those in FIG. 18 are denoted by the same reference numerals, and description thereof is omitted here. 18 is different from the configuration in FIG. 19 in that a speed controller 41 is provided instead of the speed controller 13 in FIG. 18, and that there is a difference between the current controller 14 and the electric motor 5. In addition, an overload detector 39 is added, and a door engagement detector / mass estimator 40 is provided instead of the door engagement detector 16.

The door engagement detector / mass estimator 40 calculates using the method of the fifth embodiment by utilizing the fact that the ratio of inertia and mass is constant along with the engagement position detected by the door engagement detector 17. It is possible to estimate the mass before and after engagement from the estimated inertia before and after engagement.

In the eighth embodiment, the output of the speed controller 41 is changed by the output of the door engagement detector / mass estimator 40. Also in the present embodiment, the angular velocity pattern generator 12 outputs an angular velocity command value to the electric motor 5, and the rotation angle detected by the rotation detecting means 10 from the output angular velocity command value is determined by the differentiator 22. The rotational angular velocity obtained by the differentiation process is subtracted by the subtractor 20 to calculate an angular velocity deviation, and the speed controller 41 calculates a current command value such that the actual angular velocity follows the commanded angular velocity based on this angular velocity deviation. To do. At this time, in the present embodiment, the current command value is appropriately changed according to the output of the door engagement detector / mass estimator 40. An example of the speed controller 41 is a PI speed controller G (s) as shown in Expression (5). In the present embodiment, the case where the PI speed controller of Formula (5) is used will be described as an example. However, the application of the present invention is not limited to the PI controller, and any equivalent operation can be performed. Other speed controllers may be used.
G (s) = K _sp + K _si / s (5)

In general, the followability to the command value of the current controller 14 is set higher than that of the speed controller 41. Assuming that the speed controller 41 is a PI speed controller as shown in Equation (5) under this condition, the cross frequency ω _c that is an index indicating the followability of the speed controller 41 is as shown in Equation (6). Become.
ω _c = K _sp / J (6)

If you want to keep the follow-up of the control system from the equation (6) constant, it can be seen it is desirable to change the proportional gain K _sp in accordance with the inertia J. According to the present invention, since the inertia J can be estimated by the door engagement detection / mass estimator 40, the control proportional gain _Ksp is changed depending on the difference in the door mass on each floor and the presence or absence of the landing side door 6 being engaged. be able to. Thereby, the followability of the control system can be kept constant regardless of the difference in the door mass on each floor and the presence or absence of the landing-side door 6, and finer control is possible.

Integral proportional gain K _si is, for example, “Theory and design of AC servo system” (reference: Hidehiko Sugimoto, 2 others, “Theory and design of AC servo system”, 7th edition, General Electronic Publishing According to the company, July 10, 2005, p.153-157), it is set so as to satisfy equation (7).
K _si = K _sp × ω _c / 5 (7)

In the present embodiment, the setting of the overload detector 39 is changed by the output of the door engagement detection / mass estimator 40. When the torque exceeds a predetermined abnormality detection threshold set in advance, the overload detector 39 determines that a human body is in contact with or sandwiched between the car side door 1 or the landing side door 6 and reverses the movement of the door. Means. Thereby, it can prevent that a big load is applied to a human body. In the present embodiment, the value of the abnormality detection threshold value of the overload detector 39 is changed according to the output of the door engagement detector / mass estimator 40.

Since the torque of the electric motor 5 varies depending on the mass of the car-side door 1 and the mass of the landing-side door 6, it is desirable to change the abnormality detection threshold for detecting overload. If the present invention is used, the mass of the door moved by the electric motor 5 can be estimated, so that the overload detection threshold is increased when the estimated door mass is large, and the overload detection threshold is decreased when the estimated door mass is small. Can do. This makes it possible to detect overload with high reliability.
As described above, in the eighth embodiment, the same effects as in the first to seventh embodiments can be obtained, and the following effects can be further obtained.

In the present embodiment, there is a speed controller 41 that controls the electric motor 5 from the difference between the output of the angular velocity pattern generator 12 and the rotational speed obtained from the rotation detecting means 10, and the proportional gain of the speed controller 41 is set. Since it is changed according to the door mass estimated value based on the output of the door engagement detection / mass estimator 40, the speed control system can be optimally changed according to different door masses at each floor and before and after the engagement. The same vibration and noise performance can be obtained regardless of the door mass.

Further, in the present embodiment, the output of the door engagement detection / mass estimator 40 has an overload detector 39 that detects an abnormality when the torque of the electric motor 5 exceeds a predetermined detection threshold. Since the abnormality detection threshold value of the overload detector 39 is changed, an overload detection threshold value can be set according to different door masses at each floor and before and after the engagement, so that highly accurate overload detection can be performed.

1 car side door, 2 engagement vanes, 3 storage means, 4 door controller, 5 electric motor, 6 landing side door, 7 engagement roller (2 and 7 together engagement device), 8 car, 9 engagement gap, 10 rotation detection means, 11 current sensor, 12 angular velocity pattern generator, 13 speed controller, 14 current controller, 15 known torque converter, 16 door engagement detector 17, identification line calculator, 18 drive voltage, 19 subtractor, 20 subtractor, 21 subtractor, 22 differentiator, 23 differentiator, 24 gain, 25 trajectory, 26 group before engagement, 27 group after engagement, 28 identification line, 29 intersection point, 30 engagement detection is not performed Acceleration timing, 31 Reduction amount by this technology, 32 Angular velocity pattern without conventional engagement detection, 33 Angular velocity pattern immediately after engagement detection , 34 Fluctuation of one point after engagement when selected in a direction away from X + α, 35 Fluctuation of identification line when one point after engagement is far away, 36 Straight line representing before engagement, 37 After engagement Typical straight line, 38 Angular velocity and torque integration time-series data locus, 39 Overload detector, 40 Door engagement detection / mass estimator, 41 Speed controller, 42 Immediate acceleration after engagement detection, 43 Shortening when fully open Time, 44 special torque detection means, 45 motor selection flag.

Claims

A car-side door that opens and closes the entrance / exit of the elevator car, a landing-side door that opens and closes the entrance / exit of each floor floor, an electric motor that opens and closes the car-side door, and the car-side door and the landing-side door An elevator door control system having an engagement device that opens and closes the landing side door in conjunction with the opening and closing operation of the car side door by opening and closing drive of the electric motor,
Using the output of the rotation detection means for detecting the rotation of the electric motor and the output of the torque detection means for detecting the torque of the electric motor, the front and rear of the engagement between the car side door and the landing side door are identified in advance. Means for calculating the identification line;
Storage means for storing the identification line;
The output of the rotation detection means and the output of the torque detection means obtained at the time of actual door opening and closing;
A door engagement detector for detecting engagement between the car side door and the landing side door using an identification line stored in the storage means;
An elevator door control system characterized by comprising:
2. The elevator according to claim 1, further comprising an angular velocity pattern generator that indicates a rotation speed of the electric motor, and changing an output of the angular velocity pattern generator using an output of the door engagement detector. Door control system.
In the time series data obtained from the output of the rotation detecting means and the time series data obtained from the current sensor for detecting the torque, it is ensured from the mechanical specifications that it is engaged or not engaged. A means for pre-calculating an identification line for identifying before and after the engagement using the data of the section, a device for storing the identification line, the stored information, and the rotation detection of the motor when the door is actually opened and closed 2. A door engagement detecting means for detecting engagement in real time using time series data obtained from the output of the means and time series data obtained from the output of the current sensor. The elevator door control system according to 1 or 2.
Position information obtained from the output of the rotation detection means, drive voltage for driving the electric motor, special torque detection means for calculating torque from the position information, and known torque mechanically output depending on the position information The elevator door control system according to claim 1, further comprising: a known torque converter having a function of calculating in advance.
From the time series data of the angular acceleration obtained from the rotation detection means and the time series data of the torque obtained from the torque detection means, it is ensured by the mechanical specifications that it is engaged. Using the time series data of the section that guarantees the pre-engagement and post-engagement obtained from the data of the section, the inertia and running resistance before and after the engagement are derived, and the car is driven by the engagement. The elevator door control system according to claim 1 or 2, wherein an identification line is configured by using only a side door to include a landing side door.
The elevator door control system according to claim 1 or 2, wherein the order of the low-pass filter and the cutoff frequency are changed.
A known torque converter for calculating a position-dependent torque applied to the electric motor based on position information obtained from the output of the rotation detection means; and the output of the known torque converter and the rotation detection means Using the time-series data of the angular acceleration and the time-series data of the torque obtained from the torque detection means, the data of the section in which it is guaranteed by the mechanical specifications that it is engaged or not engaged is selected. The door engagement and the door mass are estimated from the inertia and the running resistance before and after the engagement obtained using the time series data of the section in which the pre-engagement and the post-engagement are guaranteed. The elevator door control system according to claim 1, further comprising a detection / door mass estimator.
From the time series data obtained from the rotation detecting means and the time series data of the torque obtained from the torque detecting means, data of a section in which engagement and non-engagement are guaranteed by mechanical specifications Using the obtained time-series data of the sections in which the pre-engagement and post-engagement are ensured, the straight lines representing the pre-engagement and post-engagement are derived respectively, The elevator door control system according to claim 1 or 2, wherein a straight line that bisects an angle formed by the combined straight line is defined as the identification line.
From the time series data obtained from the rotation detecting means and the time series data of the torque obtained from the torque detecting means, data of a section in which engagement and non-engagement are guaranteed by mechanical specifications Using the obtained time-series data of the sections in which the pre-engagement and post-engagement are ensured, the straight lines representing the pre-engagement and post-engagement are derived respectively, 3. The elevator door control system according to claim 1, wherein the identification line is configured by using a weighted angle instead of an equal angle as an angle formed by the combined straight line.
The elevator according to claim 1 or 2, wherein the identification line is configured using information on angular acceleration and torque at two points before engagement and information on angular acceleration and torque at two points after engagement. Door control system.
The elevator according to claim 1 or 2, wherein the identification line is configured using information on angular acceleration and torque at two points before engagement and information on angular acceleration and torque at one point after engagement. Door control system.
3. The elevator door control system according to claim 1, wherein the identification line is configured using information on angular acceleration and torque at two points before engagement and information on a mass ratio before and after engagement. 4.
3. The elevator door control system according to claim 1, wherein the identification line is configured using information on angular acceleration and torque at two points after engagement and information on a mass ratio before and after engagement. 4.
It has a speed controller that controls the electric motor from the difference between the output of the angular velocity pattern generator and the rotational speed obtained from the rotation detecting means, and it is not engaged according to the mechanical specifications. Select the data of the section to be guaranteed, and the door engagement and the engagement from the inertia and running resistance before and after the engagement obtained using the obtained time series data of the section before and after the engagement is guaranteed. 3. The elevator door control system according to claim 1, wherein an output of a door engagement detection / mass estimator for estimating a door mass is input to the speed controller. 4.
Data of a section that has an overload detector that detects an abnormality when the torque of the electric motor exceeds a predetermined value, and that is ensured by mechanical specifications to be engaged and not engaged Door engagement detection that estimates the door engagement and door mass from the pre-engagement and post-engagement inertias obtained using the time series data of the sections where the pre-engagement and post-engagement guarantees are obtained. The elevator door control system according to claim 1 or 2, wherein an abnormality detection threshold value of the overload detector is changed from an output of the mass estimator.