WO2015033386A1 - Dispositif de commande d'ascenseur - Google Patents

Dispositif de commande d'ascenseur Download PDF

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Publication number
WO2015033386A1
WO2015033386A1 PCT/JP2013/073655 JP2013073655W WO2015033386A1 WO 2015033386 A1 WO2015033386 A1 WO 2015033386A1 JP 2013073655 W JP2013073655 W JP 2013073655W WO 2015033386 A1 WO2015033386 A1 WO 2015033386A1
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WO
WIPO (PCT)
Prior art keywords
temperature rise
value
car
switching element
elevator control
Prior art date
Application number
PCT/JP2013/073655
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English (en)
Japanese (ja)
Inventor
馬場　俊行
直彦 三富
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2015535186A priority Critical patent/JP6115644B2/ja
Priority to PCT/JP2013/073655 priority patent/WO2015033386A1/fr
Priority to CN201380079286.0A priority patent/CN105531216B/zh
Publication of WO2015033386A1 publication Critical patent/WO2015033386A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor

Definitions

  • the present invention relates to an elevator control device.
  • Patent Document 1 describes an elevator control device. This elevator control device lowers the carrier frequency when the output current of the inverter that supplies power to the electric motor that moves up and down the car exceeds the maximum allowable current.
  • the elevator control device described in Patent Document 1 changes the carrier frequency while the car is running. For this reason, the temperature rise of the switching element cannot be prevented before the car starts running.
  • An object of the present invention is to provide an elevator control device that can prevent a temperature rise of a switching element before a car starts to travel.
  • An elevator control device includes a travel distance calculation unit that calculates a travel distance of a car from a current floor to a travel destination floor, and an electric motor that causes the car to travel based on the travel distance calculated by the travel distance calculation unit.
  • Temperature rise estimation means for calculating an estimated temperature rise value of the switching element of the power converter to be driven, and controlling the power converter based on the estimated temperature rise value calculated by the temperature rise estimation means before the car starts running
  • Setting changing means for determining a carrier frequency to be used.
  • the temperature rise of the switching element can be prevented before the car starts to travel.
  • FIG. 1 is a configuration diagram of an elevator system including the elevator control device according to the first embodiment.
  • the elevator system has a hoistway (not shown).
  • a hoisting machine 1 is provided at the upper part of the hoistway.
  • the hoist 1 includes a synchronous motor 2, a sheave 3, a brake 4, and an encoder 5.
  • a suspension rope 6 is wound around the sheave 3.
  • a basket 7 is connected to one end of the hanging rope 6.
  • the basket 7 includes a scale device 8.
  • a counterweight 9 is connected to the other end of the suspension rope 6.
  • the elevator control device includes a converter and a power conversion device (not shown).
  • inverter 10 is provided as a power converter.
  • Inverter 10 is connected to the converter via a DC bus (not shown).
  • the DC bus includes a capacitor (not shown).
  • the inverter 10 is connected to the synchronous motor 2.
  • the inverter 10 includes a fan (not shown).
  • the elevator control device includes a fan power supply 11. The fan is connected to the fan power supply 11.
  • the converter rectifies AC power and converts it into DC power. At this time, the influence of the pulsating current or the like is removed by the capacitor.
  • the inverter 10 converts the DC power from the converter into AC power having an appropriate variable voltage and variable frequency.
  • the inverter 10 supplies AC power to the synchronous motor 2.
  • the fan cools the inverter 10.
  • the synchronous motor 2 is driven by AC power supplied from the inverter 10.
  • the sheave 3 rotates coaxially with the synchronous motor 2.
  • the brake 4 applies braking to the rotational drive of the sheave 3.
  • the scale device 8 measures the load capacity of the basket 7.
  • the basket 7 and the counterweight 9 are raised and lowered in the hoistway by the driving force of the hoist 1.
  • the encoder 5 detects the rotational speed of the hoisting machine 1.
  • the elevator system includes a current floor recognition means 12 and a destination floor recognition means 13.
  • the elevator control device includes a control block 14.
  • the control block 14 includes travel distance calculation means 15, basket load detection means 16, speed pattern generation means 17, speed controller 18, current controller 19, PWM generator 20, PWM comparison circuit 21, and base drive circuit 22. Yes.
  • a PWM comparison circuit 21 is connected to the PWM generator 20.
  • a base drive circuit 22 is connected to the PWM comparison circuit 21.
  • the inverter 10 is connected to the base drive circuit 22.
  • the current floor recognition means 12 detects the current floor of the basket 7.
  • the destination floor recognition means 13 detects the destination floor of the basket 7.
  • the travel distance calculation means 15 calculates the travel distance of the car 7 based on the floor data indicating the current floor and the floor data indicating the travel destination floor.
  • the car load detecting means 16 detects the load amount of the car 7 as a car load.
  • the speed pattern generation means 17 generates a speed pattern of the basket 7 based on the travel distance.
  • the speed pattern is, for example, the speed pattern of the cage 7 when the synchronous motor 2 is controlled in the order of the starting zero speed control, acceleration, constant speed, deceleration, and landing zero speed control.
  • the speed pattern generation means 17 outputs a speed command based on the generated speed pattern.
  • the speed controller 18 outputs a current command based on the speed command and the speed detection value from the encoder 5.
  • the current controller 19 detects the actual current supplied from the inverter 10 to the synchronous motor 2. Hereinafter, this current value is referred to as “actual current detection value”. The current controller 19 outputs a voltage command based on the current command and the actual current detection value.
  • the PWM generator 20 outputs a PWM carrier wave.
  • the PWM comparison circuit 21 compares the value of the voltage command with the PWM carrier wave.
  • the PWM comparison circuit 21 outputs an H / L signal based on the comparison result.
  • the base drive circuit 22 outputs a switching command based on the H / L signal.
  • the inverter 10 performs switching based on the switching command.
  • the inverter 10 converts the DC power from the converter into AC power by switching.
  • the control block 14 includes effective current calculation means 23, current effective value integration means 24, temperature rise estimation means 25, and setting change means 26.
  • the effective current calculation means 23 calculates the effective current supplied from the inverter 10 to the synchronous motor 2 during one traveling period based on the speed command and the load capacity of the car 7.
  • working is a driving
  • the effective current calculation means 23 calculates an effective current for each traveling.
  • Current effective value integration means 24 integrates the effective current in each run. Thereby, the integrated value of the effective current is calculated.
  • the temperature rise estimation means 25 estimates the temperature rise of the switching element of the inverter 10 from the integrated value of the effective current through the primary filter. Thereby, the estimated temperature rise value of the switching element is calculated.
  • the speed change command, the load capacity of the basket 7, and the estimated temperature rise value are input to the setting change means 26.
  • the setting changing means 26 determines the carrier frequency of the PWM carrier wave based on the speed command, the load capacity of the car 7 and the estimated temperature rise value.
  • the PWM generator 20 outputs a PWM carrier wave at the carrier frequency determined by the setting change means 26. In this way, the carrier frequency of the PWM carrier is changed.
  • FIG. 2 is a schematic diagram of a current waveform of the synchronous motor 2 according to the first embodiment of the present invention.
  • FIG. 2 shows a current waveform while the car 7 is traveling up.
  • FIG. 2 shows a current waveform during one traveling period.
  • the horizontal axis represents time
  • the vertical axis represents the current of the synchronous motor 2.
  • the time indicated by the horizontal axis is divided into time intervals T0 to T10.
  • T0 is the start-up zero speed control torque section.
  • T1 is a zero speed control section at the time of start-up.
  • T2 is the acceleration zone.
  • T3 is a constant acceleration interval.
  • T4 is an accelerated rounding section.
  • T5 is a constant speed section.
  • T6 is a deceleration rounding section.
  • T7 is a constant deceleration zone.
  • T8 is a stop rounding section.
  • T9 is a zero speed control section at the time of landing.
  • T10 is a zero-speed control torque falling section during landing.
  • the current value at T1 is I1.
  • the current value at T3 is I3.
  • the current value at T5 is I5.
  • the current value at T7 is I7.
  • the current value at T9 is I9.
  • I1, I5, and I9 are currents corresponding to the load torque corresponding to the load amount of the car 7.
  • I3 is a current corresponding to the acceleration torque.
  • I7 is
  • Irms1 (I1 * T1 + I3 * T3 + I5 * T5 + I7 * T7 + I9 * T9) / SUM (T0, T10)) ... ... (1)
  • the effective current calculating unit 23 When a plurality of times of traveling are performed, the effective current calculating unit 23 performs the same calculation as Equation (1) for each traveling. At this time, the effective current during the n-th traveling period is represented as Irmsn. Note that n is a positive integer. For example, when the vehicle travels three times, the effective current calculation unit 23 calculates Irms1, Irms2, and Irms3. In this way, the effective current during each traveling period is calculated.
  • the current effective value integration means 24 calculates the square sum ⁇ (Irmsn 2 ) of the effective current during each traveling period. Thereby, the integrated value of the effective current is calculated. This integrated value is input to the temperature rise estimating means 25.
  • the temperature rise estimating means 25 calculates the temperature rise estimated value TIrmsn of the switching element of the inverter 10 from the integrated value of the effective current through the primary filter.
  • FIG. 3 is an internal configuration diagram of the setting change means 26 in the first embodiment.
  • the setting change unit 26 includes a first determination unit 27.
  • the first determination means 27 receives the temperature rise estimated value TIrmsn.
  • the setting change means 26 determines a carrier frequency.
  • FIG. 4 is a relationship diagram between the temperature rise estimated value and the temperature rise threshold in the first embodiment.
  • TLIMIT1 is set in advance as the temperature rise threshold.
  • TLIMIT 1 is set based on the allowable temperature rise of the switching element.
  • Fc1 the carrier frequency during normal operation
  • the first determination means 27 compares the estimated temperature rise value with the temperature rise threshold value. The first determination means 27 determines whether or not the temperature increase estimated value TIrmsn is equal to or higher than the temperature increase threshold value TLIMIT1. When TIrmsn is equal to or greater than TLIMIT1, the setting changing unit 26 determines the carrier frequency as Fc2 (Fc1> Fc2). On the other hand, when TIrmsn is less than TLIMIT1, the setting changing unit 26 determines the carrier frequency to be Fc1. For example, when TIrmsn becomes equal to or higher than TLIMIT1 at normal time, the setting changing unit 26 decreases the carrier frequency from Fc1 to Fc2. On the other hand, when TIrmsn is no longer equal to or higher than TLIMIT1, the setting changing unit 26 keeps the carrier frequency as Fc1.
  • FIG. 5 is a flowchart showing the operation of the elevator control apparatus in the first embodiment. Hereinafter, the operation of the elevator control apparatus will be described with reference to FIG.
  • the carrier frequency is determined in the control block 14 before the travel is started.
  • the carrier frequency is Fc1.
  • the travel distance calculation means 15 calculates the travel distance of the car 7 based on the floor data indicating the current floor and the floor data indicating the travel destination floor (step S101).
  • the speed pattern generation means 17 outputs a speed command based on the travel distance calculated in step S101 (step S102).
  • the car load detecting means 16 detects the load amount of the car 7 while the door is closed before the start of traveling. Thereby, the basket load before the start of traveling is determined (step S103).
  • the effective current calculation means 23 calculates the effective current during the travel period based on the speed command output in step S102 and the loading amount detected in step S103 (step S104).
  • the current effective value integration means 24 calculates the integrated value ⁇ (Irmsn 2 ) of the effective current calculated in step S104 (step S105).
  • the temperature rise estimation means 25 calculates the temperature rise estimated value TIrmsn based on the integrated value calculated in step S105 (step S106).
  • the first determination means 27 determines whether or not TIrmsn calculated in step S106 is equal to or greater than TLIMIT1 (step S107).
  • step S107 if TIrmsn is equal to or greater than TLIMIT1, the setting changing unit 26 changes the carrier frequency from Fc1 to Fc2 (Fc1> Fc2) (step S109). On the other hand, if TIrmsn is less than TLIMIT1 in step S107, the setting changing unit 26 keeps the carrier frequency as Fc1.
  • the PWM generator 20 outputs a PWM carrier wave at the carrier frequency determined by the setting change means 26.
  • the PWM comparison circuit 21 outputs an H / L signal based on the comparison between the PWM carrier wave and the voltage command value.
  • the base drive circuit 22 outputs a switching command based on the H / L signal.
  • the inverter 10 applies a voltage to the synchronous motor 2 based on the switching command. As a result, the synchronous motor 2 starts running of the basket 7 (step S111).
  • the travel distance calculation means 15 calculates the travel distance of the basket 7 from the current floor to the travel destination floor.
  • the speed pattern generation means 17 outputs a speed command based on the travel distance.
  • the effective current calculation means 23 calculates the effective current supplied from the inverter 10 to the synchronous motor 2 based on the speed command and the load amount detected as the basket load.
  • the temperature rise estimating means 25 calculates a temperature rise estimated value of the switching element of the inverter 10 based on the integrated value of the effective current.
  • the setting changing means 26 determines the carrier frequency before the car 7 starts traveling based on the estimated temperature rise of the switching element. In other words, the change of the carrier frequency, which has been conventionally performed while the car is running, is performed before the car starts running. Thereby, the temperature rise of the switching element can be prevented before the car starts to travel. For this reason, it is possible to prevent the estimated temperature rise value of the switching element from exceeding the allowable temperature rise value. As a result, the life of the switching element can be extended.
  • Embodiment 2 FIG. The configuration diagram of the elevator system in the present embodiment is the same as FIG. Hereinafter, the present embodiment will be described focusing on differences from the first embodiment.
  • FIG. 6 is an internal block diagram of the setting changing means 26 in the second embodiment.
  • the setting change unit 26 includes a first determination unit 27 and a second determination unit 28.
  • a speed command is input from the speed pattern generation means 17 to the second determination means 28.
  • the load amount is input to the second determination unit 28 as the basket load from the basket load detection unit 16.
  • the setting change means 26 determines a carrier frequency.
  • FIG. 7 is a relationship diagram between the temperature rise estimated value and the temperature rise threshold in the second embodiment.
  • TLIMIT 1 and TLIMIT 2 are set in advance as the temperature increase threshold.
  • TLIMIT2 is a larger value than TLIMIT1.
  • TLIMIT 1 and TLIMIT 2 are set based on the allowable temperature rise of the switching element.
  • a method for determining a carrier frequency in the present embodiment will be described with reference to FIG. Note that the carrier frequency during normal operation is Fc1.
  • the first determination means 27 compares the temperature increase estimated value TIrmsn with the temperature increase threshold values TLIMIT1 and TLIMIT2.
  • the second determination means 28 determines whether or not the basket 7 is in a no-load lowering operation based on the speed command and the load amount.
  • the no-load descending operation means that the car 7 travels down with no load.
  • the state where the basket 7 is not loaded is a state where the number of passengers is zero.
  • the setting changing unit 26 determines the carrier frequency to be Fc2 (Fc1> Fc2).
  • the setting changing unit 26 determines the carrier frequency to be Fc1.
  • the setting changing unit 26 determines the carrier frequency as Fc2 only during the no-load descending operation. On the other hand, the setting change means 26 keeps the carrier frequency as Fc1 except during the no-load descending operation. Thus, when TIrmsn is equal to or greater than TLIMIT1 and less than TLIMIT2, the setting changing unit 26 selects the carrier frequency from Fc1 and Fc2 according to the operation mode of the elevator.
  • FIG. 8 is a flowchart showing the operation of the elevator control apparatus according to the second embodiment.
  • the operation of the elevator control apparatus in the present embodiment will be described with reference to FIG.
  • steps S201 to S206 and S211 in the present embodiment are the same as the operations in steps S101 to S106 and S111 in the first embodiment.
  • the first determination means 27 determines whether or not TIrmsn calculated in step S206 is equal to or greater than TLIMIT1 (step S207).
  • step S207 If it is determined in step S207 that TIrmsn is greater than or equal to TLIMIT1, the first determination unit 27 determines whether or not TIrmsn is greater than or equal to TLIMIT2 (step S208). On the other hand, if TIrmsn is less than TLIMIT1 in step S207, the setting changing unit 26 keeps the carrier frequency as Fc1.
  • step S208 if TIrmsn is equal to or greater than TLIMIT2, the setting changing unit 26 changes the carrier frequency from Fc1 to Fc2 (Fc1> Fc2) regardless of the operation mode (step S209). On the other hand, if TIrmsn is greater than or equal to TLIMIT1 and less than TLIMIT2 in step S208, the setting changing unit 26 changes the carrier frequency from Fc1 to Fc2 only during the no-load lowering operation (step S210).
  • the setting changing means 26 reduces the carrier frequency only during the no-load lowering operation when the estimated temperature rise value is TLIMIT1 or more and less than TLIMIT2. Thereby, the period when a carrier frequency falls is limited when the user has not boarded the basket 7. FIG. For this reason, for example, the influence of deterioration of control performance such as an increase in motor torque ripple is not given to the user. As a result, an elevator control device that achieves the same effects as in the first embodiment and does not impair the comfort of the elevator user can be realized.
  • Embodiment 3 The configuration diagram of the elevator system in the present embodiment is the same as FIG. Hereinafter, the present embodiment will be described focusing on differences from the first and second embodiments.
  • the setting change means 26 determines the acceleration of the car 7, the speed of the car 7, and the fan air volume during the running of the car 7, based on the speed command, the load amount and the estimated temperature rise value.
  • the setting changing means 26 determines the carrier frequency of the PWM carrier wave so that the car 7 is driven at the determined acceleration and speed.
  • the PWM generator 20 outputs a PWM carrier wave at the carrier frequency determined by the setting change means 26.
  • the fan power supply 11 drives the fan based on the determined air volume. In this way, the acceleration of the car 7, the speed of the car 7 and the fan air volume are changed.
  • the temperature rise of the switching element is the largest.
  • the acceleration of the cage 7 decreases, the current flowing through the switching element during acceleration decreases.
  • the speed of the cage 7 decreases, the acceleration time decreases, and the time during which a large current flows through the switching element is shortened.
  • the acceleration or speed of the cage 7 decreases, the temperature rise of the switching element is suppressed.
  • the fan air volume increases, the temperature of the switching element decreases.
  • the life of the switching element is extended.
  • FIG. 9 is a relationship diagram between the temperature rise estimated value and the temperature rise threshold in the third embodiment.
  • TLIMIT 1 and TLIMIT 2 are set in advance as the temperature increase threshold.
  • TLIMIT2 is a larger value than TLIMIT1.
  • TLIMIT 1 and TLIMIT 2 are set based on the allowable temperature rise of the switching element.
  • a method for determining the acceleration of the car 7, the speed of the car 7, and the fan air volume will be described with reference to FIG. It is assumed that the acceleration of the car 7 at normal time is a0, the speed of the car 7 is v0, and the fan air volume is f0.
  • the setting changing unit 26 changes the acceleration of the car 7, the speed of the car 7, and the fan air volume.
  • the setting change means 26 determines the acceleration as a1 (a0> a1).
  • the setting change means 26 determines the speed as v1 (v0> v1).
  • the setting change means 26 determines the fan air volume as f1 (f1> f0).
  • the setting changing means 26 changes either the acceleration of the cage 7 or the speed of the cage 7 and the fan air volume.
  • the setting changing unit 26 determines the acceleration as a1.
  • the setting change unit 26 determines the speed as v1. Regardless of whether the acceleration or the speed is changed, the setting changing unit 26 determines the fan air volume to be f1.
  • the setting changing unit 26 When TIrmsn is less than TLIMIT1, the setting changing unit 26 does not change the acceleration of the car 7, the speed of the car 7, and the fan air volume. In this case, the setting changing means 26 determines the acceleration as a0, the speed as v0, and the fan air volume as f0.
  • FIG. 10 is a flowchart showing the operation of the elevator control apparatus according to the third embodiment.
  • the operation of the elevator control apparatus in the present embodiment will be described with reference to FIG.
  • steps S301 to S306 and S311 in the present embodiment are the same as the operations in steps S101 to S106 and S111 in the first embodiment.
  • the setting changing unit 26 determines whether the TIrmsn calculated in step S306 is equal to or greater than TLIMIT1 (step S307).
  • step S307 If it is determined in step S307 that TIrmsn is equal to or greater than TLIMIT1, the setting changing unit 26 determines whether TIrmsn is equal to or greater than TLIMIT2 (step S308). On the other hand, if TIrmsn is less than TLIMIT1 in step S307, the setting changing means 26 keeps the acceleration of the car 7 as a0, the speed of the car 7 as v0, and the fan air volume as f0.
  • step S308 when TIrmsn is equal to or greater than TLIMIT2, the setting changing unit 26 changes the acceleration of the car 7, the speed of the car 7, and the fan air volume (step S309).
  • step S309 the setting changing unit 26 changes the acceleration from a0 to a1 (a0> a1).
  • the setting changing unit 26 changes the speed from v0 to v1 (v0> v1).
  • the setting change means 26 changes the fan air volume from f0 to f1 (f1> f0).
  • the setting changing unit 26 changes either the acceleration of the basket 7 or the speed of the basket 7 and the fan air volume (step S310).
  • the acceleration is changed in step S310, the setting changing unit 26 changes the acceleration from a0 to a1 (a0> a1).
  • the setting changing unit 26 changes the speed from v0 to v1 (v0> v1).
  • the setting changing unit 26 changes the fan air volume from f0 to f1 (f1> f0).
  • the setting change means 26 determines the acceleration, speed and fan air volume. Further, the setting change means 26 determines the carrier frequency of the PWM carrier so that the car 7 travels at the determined acceleration and speed.
  • the setting change unit 26 determines the acceleration of the car 7 and the speed of the car 7 before the car 7 starts traveling based on the estimated temperature rise value.
  • the setting changing means 26 determines the carrier frequency of the PWM carrier wave so that the car 7 is driven at the determined acceleration and speed. In other words, the change of the carrier frequency, which has been conventionally performed while the car is running, is performed before the car starts running. Further, the setting change means 26 changes the fan air volume before the car 7 starts to travel based on the estimated temperature rise value. Thereby, the temperature rise of the switching element can be prevented before the car starts to travel. For this reason, it is possible to prevent the estimated temperature rise value of the switching element from exceeding the allowable temperature rise value. As a result, the life of the switching element can be extended.
  • the setting changing unit 26 reduces either the acceleration or the speed of the cage 7.
  • the setting change unit 26 decreases both the acceleration and the speed of the cage 7. For this reason, it is possible to suppress a decrease in the elevator carrying capacity while minimizing the temperature rise of the switching element.
  • the temperature of the switching element is lowered by increasing the fan air volume.
  • the fan air volume may be reduced while the car 7 is decelerating. Since the value of the current flowing through the switching element is small during the deceleration of the car 7, the temperature of the switching element decreases. For this reason, excessive cooling of the switching element can be prevented by reducing the fan air volume while the car 7 is decelerating. Thereby, the temperature change amount of the switching element can be reduced.
  • the estimated temperature rise value is calculated based on the calculated integrated value of the effective current during each traveling period.
  • the carrier frequency is determined based on the estimated temperature rise value before the car 7 starts to travel.
  • the effective current integrated value and the temperature rise estimated value may be recalculated based on the actual detected current value. Specifically, for example, when traveling a plurality of times, the value calculated as the effective current during the traveling period is replaced with the actual detected current value every time travel is completed.
  • the effective current value integrating means 24 recalculates the integrated effective current value using the actual detected current value.
  • the temperature rise estimation means 25 recalculates the temperature rise estimated value based on the recalculated new integrated value.
  • the setting changing means 26 re-determines the carrier frequency based on the recalculated new temperature rise estimated value. According to this configuration, the accuracy of the temperature rise estimated value is improved every time one run is completed. For this reason, a temperature estimation error can be suppressed and the temperature rise of a switching element can be prevented more reliably. As a result, the life of the switching element can be extended.
  • the effective current Irms1 during one traveling period shown in FIG. 2 is calculated using Equation (1). However, it may be calculated in consideration of T0, T2, T4, T6, T8, and T10. In this case, the accuracy of the value of Irms1 can be improved. Thereby, the temperature estimation error can be suppressed and the temperature rise of the switching element can be prevented more reliably. As a result, the life of the switching element can be extended.
  • FIG. 11 is a configuration diagram of an elevator system including the elevator control device according to the fourth embodiment.
  • the present embodiment will be described with a focus on differences from the second embodiment.
  • control block 14 includes a storage unit 29 instead of the effective current calculation unit 23.
  • the control block 14 includes a temperature rise integrating unit 30 instead of the current effective value integrating unit 24.
  • the storage means 29 stores a temperature rise table.
  • the temperature rise table includes a temperature rise value of the switching element.
  • the temperature increase value is set in advance as a value corresponding to the travel distance and load capacity of the car 7.
  • the storage unit 29 selects a temperature increase value from the temperature increase table based on the travel distance and the load capacity. When traveling a plurality of times, the storage means 29 selects a temperature increase value for each traveling.
  • the temperature increase integration means 30 integrates the temperature increase value in each run selected from the temperature increase table. Thereby, the integrated value of the temperature rise value is calculated.
  • the temperature rise estimation means 25 estimates the temperature rise of the switching element from the integrated value of the temperature rise values via the primary filter. Thereby, the temperature rise estimated value Tn of the switching element is calculated.
  • FIG. 12 is a flowchart showing the operation of the elevator control apparatus according to the fourth embodiment.
  • the operation of the elevator control device of the present embodiment will be described with reference to FIG.
  • step S401 is the same as the operation in step S201 in the second embodiment.
  • the operation in step S403 is similar to the operation in step S203 in the second embodiment.
  • the storage unit 29 refers to the temperature rise table and selects a temperature rise value based on the travel distance of the cage 7 calculated in step S401 and the loading amount detected in step S403. (Step S404).
  • the temperature increase integration means 30 calculates the integrated value of the temperature increase value selected in step S404 (step S405).
  • the temperature rise estimation means 25 calculates a temperature rise estimated value Tn based on the integrated value calculated in step S405 (step S406).
  • steps S407 to S411 in the present embodiment are the same as the operations in steps S207 to S211 in the second embodiment.
  • “TIrmsn” in the second embodiment is replaced with “Tn”.
  • the storage unit 29 selects the temperature increase value of the switching element from the temperature increase table based on the travel distance of the car 7 and the load amount detected as the car load.
  • the temperature rise estimating means 25 calculates a temperature rise estimated value of the switching element based on the integrated value of the temperature rise values.
  • the setting change means 26 determines the carrier frequency before the car 7 starts to travel based on the estimated temperature rise value. In other words, the change of the carrier frequency, which has been conventionally performed while the car is running, is performed before the car starts running. Thereby, the temperature rise of the switching element can be prevented before the car starts to travel. For this reason, it is possible to prevent the estimated temperature rise value of the switching element from exceeding the allowable temperature rise value. As a result, the life of the switching element can be extended.
  • the setting changing unit 26 reduces the carrier frequency only during the no-load lowering operation when the estimated temperature rise value is equal to or greater than TLIMIT1 and less than TLIMIT2.
  • the period when a carrier frequency falls is limited when the user has not boarded the basket 7.
  • FIG. For this reason, for example, the influence of deterioration of control performance such as an increase in motor torque ripple is not given to the user.
  • an elevator control device that does not impair the comfort of the elevator user can be realized.
  • Embodiment 5 FIG.
  • the configuration diagram of the elevator system in the present embodiment is the same as FIG.
  • the present embodiment will be described focusing on differences from the third embodiment.
  • control block 14 includes a storage unit 29 instead of the effective current calculation unit 23.
  • the control block 14 includes a temperature rise integrating unit 30 instead of the current effective value integrating unit 24.
  • the storage means 29 stores a temperature rise table.
  • the temperature rise table includes a temperature rise value of the switching element.
  • the temperature increase value is set in advance as a value corresponding to the travel distance and load capacity of the car 7.
  • the storage unit 29 selects a temperature increase value from the temperature increase table based on the travel distance and the load capacity. When traveling a plurality of times, the storage means 29 selects a temperature increase value for each traveling.
  • the temperature increase integration means 30 integrates the temperature increase value in each run selected from the temperature increase table. Thereby, the integrated value of the temperature rise value is calculated.
  • the temperature rise estimation means 25 estimates the temperature rise of the switching element from the integrated value of the temperature rise values via the primary filter. Thereby, the temperature rise estimated value Tn of the switching element is calculated.
  • FIG. 13 is a flowchart showing the operation of the elevator control apparatus according to the fifth embodiment.
  • the operation of the elevator control apparatus in the present embodiment will be described with reference to FIG.
  • step S501 is the same as the operation in step S301 in the third embodiment.
  • step S503 is the same as the operation in step S303 in the third embodiment.
  • the storage means 29 refers to the temperature rise table and selects a temperature rise value based on the travel distance of the cage 7 calculated in step S501 and the loading amount detected in step S503. (Step S504).
  • the temperature increase integration means 30 calculates the integrated value of the temperature increase value selected in step S504 (step S505).
  • the temperature rise estimation means 25 calculates a temperature rise estimated value Tn based on the integrated value calculated in step S505 (step S506).
  • steps S507 to S511 in the present embodiment are the same as the operations in steps S307 to S311 in the third embodiment.
  • “TIrmsn” in the third embodiment is replaced with “Tn”.
  • the storage unit 29 selects the temperature increase value of the switching element from the temperature increase table based on the travel distance of the car 7 and the load amount detected as the car load.
  • the temperature rise estimating means 25 calculates a temperature rise estimated value of the switching element based on the integrated value of the temperature rise values.
  • the setting changing means 26 determines the acceleration of the car 7 and the speed of the car 7 before the car 7 starts traveling based on the estimated temperature rise value.
  • the setting changing means 26 determines the carrier frequency of the PWM carrier wave so that the car 7 is driven at the determined acceleration and speed. In other words, the change of the carrier frequency, which has been conventionally performed while the car is running, is performed before the car starts running.
  • the setting change means 26 changes the fan air volume before the car 7 starts to travel based on the estimated temperature rise value. Thereby, the temperature rise of the switching element can be prevented before the car starts to travel. For this reason, it is possible to prevent the estimated temperature rise value of the switching element from exceeding the allowable temperature rise value. As a result, the life of the switching element can be extended.
  • the setting changing unit 26 reduces either the acceleration or the speed of the cage 7.
  • the setting change unit 26 decreases both the acceleration and the speed of the cage 7. For this reason, it is possible to suppress a decrease in the elevator carrying capacity while minimizing the temperature rise of the switching element.
  • the temperature of the switching element is lowered by increasing the fan air volume.
  • the fan air volume may be reduced while the car 7 is decelerating. Since the value of the current flowing through the switching element is small during the deceleration of the basket 7, the temperature of the switching element is lowered. For this reason, excessive cooling of the switching element can be prevented by reducing the fan air volume while the car 7 is decelerating. Thereby, the temperature change amount of the switching element can be reduced.
  • the change of the carrier frequency which has been conventionally performed while the car is running, is performed before the car starts running.
  • working is not made an elevator user feel.
  • the temperature rise of the switching element since the temperature rise of the switching element is estimated, long-time protection can be considered. For this reason, according to this invention, the lifetime of a switching element can be lengthened compared with the past.
  • the present invention is also effective for the temperature rise of the switching element in the continuous operation of the elevator that exceeds the assumed range. According to the present invention, it is possible to estimate the temperature rise with high accuracy by considering the zero speed control with the speed pattern.
  • the switching element is formed by a MOSFET (field effect transistor) made of a wide band gap semiconductor.
  • MOSFET field effect transistor
  • the module heat generated by the loss can be reduced.
  • the carrier frequency can be controlled to be lowered to the extent that the same performance as the conventional one can be realized.
  • the wide band gap semiconductor is, for example, SiC (silicon carbide), gallium nitride-based material, diamond, or the like.
  • Embodiments 1 to 5 describe an elevator control device that controls a traction type elevator as shown in FIGS. 1 and 11.
  • the traction elevator roping is optional, such as 1: 1 roping or 2: 1 roping.
  • a baffle (not shown) is disposed on the hoistway as required.
  • the suspension rope 6 is wound around the sheave 3 and the deflector.
  • or 5 demonstrates the case where an inverter is used as a power converter device which supplies electric power to an electric motor.
  • the present invention can also be applied to a switching element of a converter when the converter is used as a power conversion device provided on the power supply side for supplying electric power to the electric motor.
  • the elevator control apparatus can be used for an elevator that drives a motor by driving an electric motor using a power converter.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne un dispositif de commande d'ascenseur permettant d'empêcher une augmentation de la température d'un élément de commutation avant le début de déplacement de la cabine. Le dispositif de commande d'ascenseur comprend : un moyen de calcul de distance de déplacement (15) permettant de calculer la distance de déplacement d'une cabine (7) de l'étage actuel vers l'étage de destination ; un moyen d'estimation d'augmentation de température (25) permettant de calculer, sur la base de la distance de déplacement calculée par le moyen de calcul de distance de déplacement (15), une valeur d'augmentation de température estimée pour l'élément de commutation dans un onduleur (10) pour l'alimentation d'un moteur synchrone (2) qui déplace la cabine (7) ; et un moyen de modification de réglage (26) permettant de déterminer, avant le début de déplacement de la cabine (7), la fréquence porteuse permettant de commander l'onduleur (10), sur la base de la valeur d'augmentation de température estimée calculée par le moyen d'estimation d'augmentation de température (25).
PCT/JP2013/073655 2013-09-03 2013-09-03 Dispositif de commande d'ascenseur WO2015033386A1 (fr)

Priority Applications (3)

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JP2015535186A JP6115644B2 (ja) 2013-09-03 2013-09-03 エレベータ制御装置
PCT/JP2013/073655 WO2015033386A1 (fr) 2013-09-03 2013-09-03 Dispositif de commande d'ascenseur
CN201380079286.0A CN105531216B (zh) 2013-09-03 2013-09-03 电梯控制装置

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PCT/JP2013/073655 WO2015033386A1 (fr) 2013-09-03 2013-09-03 Dispositif de commande d'ascenseur

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WO2019053825A1 (fr) * 2017-09-13 2019-03-21 三菱電機株式会社 Dispositif et procédé de commande pour ascenseurs

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Publication number Priority date Publication date Assignee Title
WO2019244245A1 (fr) * 2018-06-19 2019-12-26 三菱電機ビルテクノサービス株式会社 Dispositif d'identification de transition de température, système de planification de maintenance, et système d'ascenseur
CN110963380A (zh) * 2019-12-27 2020-04-07 重庆威斯特电梯有限公司 一种电梯控制器、电梯及电梯控制方法

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JP2006213447A (ja) * 2005-02-02 2006-08-17 Hitachi Ltd エレベーター装置
WO2008078377A1 (fr) * 2006-12-25 2008-07-03 Mitsubishi Electric Corporation Organe de commande d'ascenseur
JP2011063432A (ja) * 2009-09-18 2011-03-31 Toshiba Elevator Co Ltd エレベータ制御装置
JP2012111611A (ja) * 2010-11-26 2012-06-14 Toshiba Elevator Co Ltd エレベータ
WO2013065150A1 (fr) * 2011-11-02 2013-05-10 三菱電機株式会社 Dispositif de commande pour dispositif de conversion d'énergie électrique et procédé de commande pour dispositif de conversion d'énergie électrique

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JPH10164884A (ja) * 1996-12-02 1998-06-19 Fuji Electric Co Ltd インバータ制御装置

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Publication number Priority date Publication date Assignee Title
JP2006213447A (ja) * 2005-02-02 2006-08-17 Hitachi Ltd エレベーター装置
WO2008078377A1 (fr) * 2006-12-25 2008-07-03 Mitsubishi Electric Corporation Organe de commande d'ascenseur
JP2011063432A (ja) * 2009-09-18 2011-03-31 Toshiba Elevator Co Ltd エレベータ制御装置
JP2012111611A (ja) * 2010-11-26 2012-06-14 Toshiba Elevator Co Ltd エレベータ
WO2013065150A1 (fr) * 2011-11-02 2013-05-10 三菱電機株式会社 Dispositif de commande pour dispositif de conversion d'énergie électrique et procédé de commande pour dispositif de conversion d'énergie électrique

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019053825A1 (fr) * 2017-09-13 2019-03-21 三菱電機株式会社 Dispositif et procédé de commande pour ascenseurs

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