WO2021261060A1 - Hoisting machine motor control system - Google Patents
Hoisting machine motor control system Download PDFInfo
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- WO2021261060A1 WO2021261060A1 PCT/JP2021/015716 JP2021015716W WO2021261060A1 WO 2021261060 A1 WO2021261060 A1 WO 2021261060A1 JP 2021015716 W JP2021015716 W JP 2021015716W WO 2021261060 A1 WO2021261060 A1 WO 2021261060A1
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- WIPO (PCT)
- Prior art keywords
- hoisting machine
- rope
- car
- control system
- motor control
- Prior art date
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Classifications
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
- B66B11/04—Driving gear ; Details thereof, e.g. seals
- B66B11/08—Driving gear ; Details thereof, e.g. seals with hoisting rope or cable operated by frictional engagement with a winding drum or sheave
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
- B66B9/10—Kinds or types of lifts in, or associated with, buildings or other structures paternoster type
Definitions
- the present invention relates to a hoisting machine motor control system in an elevator in which a plurality of hoisting machines are installed for each moving path of a car.
- Patent Document 1 describes a technique relating to a circulation type multi-car elevator having a plurality of car pairs in which a car is connected to both ends of two diagonally arranged ropes. Has been done. This document also describes a technique for driving each of the two ropes connecting a car pair with a hoist having a separate drive sheave.
- Patent Document 2 describes a first hoisting machine having a first driving sheave and a second driving sheave. It has a second hoisting machine, a rope wound around the first and second drive sheaves, and a car suspended from the rope, and has the first hoisting machine and the second hoisting machine.
- An elevator device having a first control unit and a second control unit that control the operation of each of the above is described.
- the first control unit performs speed control according to a speed command value generated by the upper control system, and the second control unit torques based on a torque command generated separately from the first control unit. It is in control.
- Patent Document 1 does not describe a specific method of driving force distribution when driving two hoisting machines with two ropes for diagonal fishing of a car.
- Patent Document 2 describes a method of driving one rope with two drive sheaves and determining the driving force of each hoist, but the two ropes are individually hoisted. The method of controlling with is not described.
- the diameter of the drive sheave of the hoist may have an error of about 10 to several hundred ⁇ m compared to the design diameter due to the influence of manufacturing error and wear.
- the lower pulley located at the bottom of the car's moving path is suspended by a rope, the lower pulley will move downward due to the aging of the rope, resulting in the drive sheave of the hoist and the lower pulley. The distance tends to increase gradually.
- an object of the present invention is to provide a control system for an elevator hoist that can reduce the accumulation of car tilt caused by the above.
- the hoisting machine motor control system of the present invention is a hoisting machine motor control system in an elevator in which at least two hoisting machines are installed in the moving path of the car, and the first volume.
- the first measuring instrument that measures the first rotation speed of the upper machine
- the second measuring instrument that measures the second rotation speed of the second winding machine, the first rotation speed, and the sheave diameter of the first winding machine.
- the first speed controller that inputs the deviation between the first rope feed speed and the speed command value calculated based on the above and outputs the first torque command value, the second rotation speed, and the sheave of the second hoisting machine.
- the second speed controller that inputs the deviation between the second rope feed speed and the speed command value calculated based on the diameter and outputs the second torque command value, and the first volume according to the first torque command value.
- the first current controller that controls the first motor current value supplied to the motor of the upper machine and the second motor current value supplied to the motor of the second hoisting machine are controlled according to the second torque command value.
- a second current controller and a feedback element are provided, and the feedback element includes a difference between the first torque command value and the second torque command value, the torque of the first hoisting machine, and the second hoisting machine. The difference between the torques of the above and the difference between the first motor current value and the second motor current value is input to the first speed controller and the second speed controller.
- control system of the elevator hoist of the present invention it is possible to suppress the accumulation of the car inclination caused by the error of the sheave diameter or the error of the installation height of the sheave and the lower pulley.
- FIG. Top view of the multicar elevator shown in FIG. 1.
- FIG. The control block diagram of the hoisting motor in the comparative example.
- the control result of the comparative example when the installation height of the sheave and the pulley is different for each system.
- the control result of the comparative example when the installation height of the sheave and the pulley is different for each system.
- Example 1 Diagram of the force applied to the car when the car is not tilted. Diagram of the force applied to the car when the car is tilted. Diagram of the force applied to each car, sheave, and pulley.
- the control result of Example 1 when the installation height of the sheave and the pulley is different for each system.
- the control result of Example 1 when the installation height of the sheave and the pulley is different for each system.
- the hoisting machine motor control system according to the first embodiment will be described with reference to FIGS. 1 to 7 with reference to a multicar elevator as a control target.
- FIG. 1 is a schematic configuration diagram showing a multicar elevator 100 and a control device 60 of this embodiment.
- the multicar elevator 100 exemplified here has a configuration in which a plurality of pairs of car cars 30 for carrying people and luggage move in a movement path 1 formed in a building structure. Further, the control device 60 controls the operation of the car 30 by controlling the hoisting machine.
- the moving path 1 includes an ascending path 1U in which the car 30 rises and a descending path 1D in which the car 30 descends, and both paths are adjacent to each other in the horizontal direction. Further, the upper ends of the ascending road 1U and the descending road 1D are connected by an upper reversing road 1T in which the car 30 reverses from ascending to descending, and the lower ends of the ascending road 1U and the descending road 1D are connected from the descending vehicle 30. It is connected by a lower reversal path 1B that reverses ascending.
- the upward direction is referred to as the positive direction of the z-axis
- the right direction of the paper surface is referred to as the positive direction of the x-axis
- the back direction of the paper surface is referred to as the positive direction of the y-axis among the horizontal directions intersecting the z-axis.
- a 3 to 6 car 30 is installed on this movement path 1.
- the first pair is referred to as an A-loop car AX, AY
- the second pair is referred to as a B-loop car car BX, BY
- the third pair is referred to as a C-loop car car CX, CY.
- the present invention will be described in detail mainly focusing on the A loop, and the description of the B loop and the C loop equivalent to the A loop will be omitted as appropriate.
- the A-loop car AX and AY are connected to the endless first rope 17 (solid line) via the left rope terminal 31 l, and to the second rope 27 (broken line) via the right rope terminal 31 r, respectively. It is connected.
- the first rope 17 is wound around a first sheave 13 installed at the upper end of the descending path 1D, and suspends a first pulley 16 arranged at the lower end of the descending path 1D.
- the second rope 27 is wound around the second sheave 23 installed at the upper end of the ascending path 1U, and suspends the second pulley 26 arranged at the lower end of the ascending path 1U.
- the first pulley 16 and the second pulley 26 gradually move downward due to the aging of the first rope 17 and the second rope 27, but are restraints (not shown) so as not to move in the x-direction and the y-direction. ) Is restrained.
- a first motor 12 and a second motor 22 are embedded inside the first sheave 13 and the second sheave 23 to drive the first sheave 13 and the second sheave 23.
- a single or a plurality of first brakes 14 and second brakes 24 are arranged below the first sheave 13 and the second sheave 23, respectively, and mechanically brake the rotation of each sheave when the car 30 lands. ..
- the first hoisting machine 11 is composed of the above-mentioned first motor 12, the first sheave 13, and the first brake 14, and the second hoisting machine 21 is the above-mentioned second motor 22, the second sheave 23, and the second. It is composed of a brake 24.
- the first hoisting machine 11, the first pulley 16, and the first rope 17 are collectively referred to as the first system 10
- the second hoisting machine 21, the second pulley 26, and the second rope 27 are collectively referred to as the first system 10. It is called 2 systems 20.
- a total of four guide rollers 50 which are a type of guide device, are installed on the x-direction side surface of the car 30 at the upper left, lower left, upper right, and lower right, and are installed at both ends of the ascending path 1U and the descending path 1D in the x-direction.
- the car 30 By being pressed by a spring against the installed guide rail 40 extending in the z direction, the car 30 is prevented from moving in the x direction and the y direction while the ascending path 1U and the descending path 1D are ascending and descending. Further, when the car 30 is tilted in any direction of xyz due to the repulsive force generated between the guide rail 40 and the guide roller 50, a restoration torque is generated in the car 30.
- FIG. 2 is a top view of the multicar elevator 100 of FIG. 1 looking down from above.
- the first fixed shaft 15 of the first system 10 is fixed to the upper inversion path 1T, and is the first hoisting machine 11A of the A loop, the first hoisting machine 11B of the B loop, and the first hoisting machine of the C loop.
- the 11Cs are coaxially supported so that they can rotate independently.
- the second fixed shaft 25 of the second system 20 is fixed to the upper inversion path 1T, and is the second hoisting machine 21A of the A loop, the second hoisting machine 21B of the B loop, and the second of the C loop.
- the hoisting machine 21C is supported so that each can rotate independently.
- the first rope 17A of the A loop is wound around the first hoisting machine 11A of the A loop.
- the first rope 17B is wound around the first hoisting machine 11B
- the first rope 17C is wound around the first hoisting machine 11C.
- a first pulley 16A of the A loop, a first pulley 16B of the B loop, and a first pulley 16C of the C loop are coaxially supported on the lower reversal path 1B so as to be able to rotate independently.
- the pulley 16 is arranged, and the second pulley 26 coaxially supporting the second pulley 26A of the A loop, the second pulley 26B of the B loop, and the second pulley 26C of the C loop so that they can rotate independently is arranged. ..
- the first rope 17A and the second rope 27A of the A loop suspend the A loop car AX and AY diagonally via the rope terminal 31A, respectively. In this way, a car pair of A loops is formed.
- the first rope 17B and the second rope 27B of the B loop, and the first rope 17C and the second rope 27C of the C loop also have the B loop car BX, BY, and the C loop car car CX, CY. Is fishing diagonally.
- the A-loop first hoisting machine 11A, the first rope 17A, and the first pulley 16A are collectively referred to as the A-loop first system.
- the A-loop second hoisting machine 21A, the second rope 27A, and the second pulley 26 are collectively referred to as the A-loop second system.
- the A loop 1st system, the A loop 2nd system, and the car pair composed of the car AX and AY are collectively defined as the A loop.
- B loop and C loop are also defined in the same way.
- the car AX and AY can be moved at the same time. For example, when the first hoisting machine 11A and the second hoisting machine 21A of the A loop are rotated counterclockwise, the car AX ascends the ascending path 1U and the car AY rises as illustrated in FIG. Go down the descent path 1D. Since the hoisting machine of the other loop can independently control the rotation, the car of each loop can be driven independently.
- control device 60 includes a loop controller 61 that individually controls the operation of the car 30 of each loop, and an overall controller 62 that collectively controls each loop controller.
- Each loop controller 61 controls a hoist of each loop, and measures a power converter (for example, an inverter) that applies a desired voltage and current to the motor of each hoist, and the rotation speed of the motor.
- a power converter for example, an inverter
- Measuring instruments eg encoders
- speed controllers that control the torque of the motor to achieve the desired rotational speed
- current controllers that control the current of the motor to generate the desired torque
- control the release and braking of the brakes It is equipped with a brake controller and the like.
- FIG. 3 shows a block diagram of the motor control of the loop controller 61. Further, FIG. 4 shows a block diagram of the motor control of the comparative example.
- the block diagram of the comparative example of FIG. 4 will be described.
- the rotation speed ⁇ 1 of the first motor 12 actually measured by the first sheave encoder and the radius r 1 of the first sheave 13 registered in the control system are used to use the first rope.
- the actual feed rate v 1 of 17 is calculated, and the speed deviation v err 1 is calculated by comparing this with the common rope feed rate command value v *.
- the rotation speed ⁇ 2 of the second motor 22 measured by the second sheave encoder and the radius r 2 of the second sheave 23 registered in the control system are used to form the second rope 27.
- the actual feed rate v 2 is calculated, and the speed deviation v err 2 is calculated by comparing this with the common rope feed rate command value v *. Then, the speed deviations v err1 and v err2 are input to the speed controller G ASR (for example, PI control) for each system, and torque commands ⁇ 1 * and ⁇ 2 * that specify the torque value generated by the motor of each system are issued. calculate. After that, in response to the torque commands ⁇ 1 * and ⁇ 2 *, the current controller of each system controls the motor current of each system, and the desired motor torques ⁇ 1 and ⁇ 2 are output from the motors of each system.
- G ASR for example, PI control
- the response speed of the current control system is designed to be 10 times faster than that of the speed control system. Therefore, by using the difference ⁇ err of the torque command values ⁇ 1 * and ⁇ 2 *, the torque averaging controller This prevents the difference between the first motor torque ⁇ 1 and the second motor torque ⁇ 2 from accumulating and increasing, and is controlled so that the cumulative torque difference between the two systems becomes 0 in the long term.
- the difference between the current measurement values of the first motor 12 and the second motor 22 and the torque values ⁇ 1 and torque value ⁇ 2 are also shown. The same effect can be obtained by directly measuring, taking the difference, and feeding back.
- the torque command values ⁇ 1 * and ⁇ 2 * are used, there is an advantage that the torque difference can be set to 0 in the long term by using only the state amount inside the speed control unit without measuring the current value or torque value of the motor. ..
- FIG. 5 shows a block diagram obtained by equivalent conversion of the first speed controller, the second speed controller, and the torque averaging controller (hereinafter collectively referred to as “speed control unit”) of FIG.
- speed control unit the torque averaging controller
- FIG. 6 shows control of a comparative example when the radius r 1 of the first sheave 13 is larger than the radius r 2 of the second sheave 23, for example, by about 0.2 to 0.3 mm in the multicar elevator shown in FIG. It is a control result by the block.
- the A loop will be described, but the same problem occurs in the B loop and the C loop.
- the car AX and the AY are both horizontal from the initial state, the car AX goes up the ascending road 1U, and the car AY goes down the down road 1D.
- the radius r 1 is larger than the radius r 2 as shown in FIG. 6, the peripheral speed of the first sheave 13 becomes faster, so that the feed speed of the first rope 17 shown by the solid line is the feed speed of the second rope 27 shown by the broken line. It will be faster than the speed.
- the car AX tilts the y-axis clockwise and the car AY tilts the y-axis counterclockwise. Since this inclination is accumulated according to the driving distance of the car 30, even if the difference between the radius r 1 and the radius r 2 is about several hundred ⁇ m, the inclination may be large enough to be recognized by passengers. be.
- FIG. 7A shows that in the multicar elevator shown in FIG. 1, the second hoisting machine 21 is installed at a position higher than the first hoisting machine 11 by ⁇ u, and the second hoisting machine 21 is installed at a position higher than the first pulley 16. It shows a state in which the pulley 26 is installed at a position lowered by ⁇ d.
- the pulley 26 is installed at a position lowered by ⁇ d.
- the first rope 17 advances ahead of the second rope 27, the left rope terminal 31 l advances by 2 ⁇ u from the right rope terminal 31 r in the car AX, and the car AX counterclockwise. Lean to. Further, in the car AY, the left rope terminal 31 l advances by 2 ⁇ d from the right rope terminal 31 r , and the car AY tilts clockwise.
- ⁇ Movable range of car tilt The car 30 is supported by the guide rail 40 and the guide roller 50 in the x-direction, the y-direction, and the rotation direction around the x-axis, the y-axis, and the z-axis.
- the stroke of the spring 52 limits the range of motion of the car tilt.
- the car tilt can be prevented by sequentially measuring the difference in position and compensating for the rotation speed of the hoist of each system.
- the positions of the first pulley 16 and the second pulley 26 suspended from the first rope 17 and the second rope 27 are positioned due to the load change of the car 30 and the aging of the first rope 17 and the second rope 27. Since the rope changes from moment to moment, it is necessary to install sensors, etc., and sequentially measure and reflect it in the control system for appropriate compensation. Therefore, the cost increases by the amount of the sensor.
- the formula is as follows.
- FIG. 9 shows the forces applied to the sheaves, pulleys, and car that make up the A loop.
- F U1l the force applied to the left end of the first sheave 13
- F u 2L forces applied to the left end of the second sheave 23 the force applied to the right end and F u2r.
- F D1L the force applied to the left end of the first pulley 16
- F d1r the force applied to the right end
- F d2l the force applied to the left end of the second pulley 26
- the masses of the first pulley 16 and the second pulley 26 are equal, and it is assumed that M d.
- FIG. 8B shows a state in which the car AX is tilted counterclockwise by ⁇ AX.
- the left-right direction springs 52 at the upper left and the lower right of the car AX contract, and the left-right direction springs 52 at the upper right and the lower left expand.
- the restoration torque ⁇ c1 with respect to the car inclination is generated in the car AX.
- the rotary spring constant of the left-right direction spring 52 is k
- the car inclination ⁇ AX is a minute amount and can be approximated to cos ⁇ AX1 ⁇ 1
- the formula for the balance of the force moments around the center of gravity of the car AX is as follows. It will be like.
- the torque difference ⁇ in the steady state is proportional to the difference ⁇ AY ⁇ ⁇ AX of the inclinations of the car AX and AY. Therefore, by setting the steady torque difference ⁇ to 0, the difference in inclination between the car AX and AY can be set to 0.
- the response of the torque averaging controller is set so as not to affect the response of the speed controller by sufficiently slowing the response of the speed controller of each motor.
- the response speed of the torque averaging controller is set to 1/10 of the response speed of the speed controller of each motor.
- the torque averaging controller after making the rated torques of the first motor 12 and the second motor 22 substantially equal, the current values of the first motor 12 and the second motor 22 become almost equal, so that the motor can be used.
- the temperature rise of the constituent coils and permanent magnets is almost the same. Since the temperature rise of the first motor 12 and the second motor 22 is not biased, the change in the motor constant (torque constant, etc.) due to the temperature becomes uniform, which is convenient for elevator control.
- the diameters of the first sheave 13 and the second sheave 23 and the diameters of the first pulley 16 and the second pulley 26 are almost the same (for example, the error is about 0.1 mm). This is because if the sheave diameter and the pulley diameter are different, the torque averaging controller makes a difference in the rotational speed, so that the iron loss generated inside the motor and the eddy current loss of the magnet also make a difference.
- FIG. 10A corresponds to the end of FIG. 7A, and shows the state immediately after the turning operation of the car AX and AY.
- the left rope terminal 31 l advances by 2 ⁇ u from the right rope terminal 31 r
- the car AX is tilted counterclockwise.
- the left rope terminal 31 l advances by 2 ⁇ d from the right rope terminal 31 r and is tilted clockwise.
- the feed rates of the first rope 17 and the second rope 27 are adjusted by the torque averaging controller, so that the first rope 17 is ⁇ d + ⁇ with respect to the second rope 27.
- Advance only u. Therefore, in the car AX, the position of the right rope terminal 31 r is lowered by ⁇ d + ⁇ u compared to the position of the left rope terminal 31 l , and the difference in height between the two is ⁇ d ⁇ ⁇ u .
- FIG. 10B shows the car inclinations of the car AX and AY when the vehicle is further turned after FIG. 10A. Due to the turning operation again, in the car AX, the left rope terminal 31 l advances by 2 ⁇ d from the right rope terminal 31 r , and as a result, the left rope terminal 31 l is ⁇ d + ⁇ from the right rope terminal 31 r. u will proceed. Similarly, the car AY, since the left rope terminal 31 l advances only 2.DELTA. U than the right rope terminal 31 r, consequently, that the left rope terminal 31 l progresses delta d + delta u than the right rope terminal 31 r become. Therefore, the car AX is tilted clockwise and the car AY is tilted counterclockwise by the same amount.
- FIG. 10C shows a state after the turning motion of FIG. 10B.
- the torque of the first motor 12 and the second motor 22 due to the influence of the torque averaging controller while the car AX goes up the ascending path 1U and the car AY descends the descending path 1D.
- the difference gradually decreases, and when the car AX reaches the upper end of the ascending road 1U and the car AY reaches the lower end of the descending road 1D, the torque difference becomes 0. Therefore, the car AX from (Equation 14).
- the difference between the car tilt and the car tilt of the car AY is 0.
- the feed rates of the first rope 17 and the second rope 27 are adjusted by the torque averaging controller, so that the first rope 17 advances by ⁇ d + ⁇ u with respect to the second rope 27.
- the heights of the left and right rope terminals 31 become equal in both the car AX and AY, and the car inclination becomes zero. Therefore, by sequentially setting the difference between the inclinations of the car AX and the car AY to 0 by torque averaging, it is possible to prevent the accumulation of the absolute values of the car inclinations of the car AX and the AY.
- the torque averaging controller (and its equivalent circuit) of this embodiment is applied for the purpose of preventing the accumulation of the car inclination and suppressing the variation in the temperature rise of each hoist caused by the torque difference between the systems. Therefore, the torque averaging controller does not need agile responsiveness. For example, after the torque averaging controller function is disabled during acceleration / deceleration sections where the torque required for the hoist changes suddenly, or during turning operation, the running speed of the car becomes almost constant, that is, The above object can also be achieved by activating the first rope feed rate v 1 and the second rope feed rate v 2 after they become almost constant.
- the hoisting machine and the pulley for driving each loop of the first system 10 and the second system 20 are each divided into two units, and the first system 10 is the first volume. It is driven by the upper machines 11 ⁇ and 11 ⁇ , and the second system 20 is driven by the second winding machines 21 ⁇ and 21 ⁇ .
- two hoisting machines are used to drive each loop of each system, but three or more hoisting machines may be used.
- the rated torque per motor can be reduced and the size can be reduced, so that the installability of the elevator is improved.
- each loop controller 61 simultaneously controls all hoisting machines belonging to each loop. At this time, each hoist of each loop is individually configured with a rotation speed measuring device, a speed controller, and a current controller.
- the torque averaging controller shown in FIG. 3 can be applied to any combination as long as it is a hoist that drives the same loop.
- the torque averaging controller of FIG. 3 by applying the torque averaging controller of FIG. 3 to the first hoisting machine 11 ⁇ and the first hoisting machine 11 ⁇ of the A loop, the sheaves of the first hoisting machine 11 ⁇ and the first hoisting machine 11 ⁇ are applied.
- the torque difference caused by the diameter difference or the like can be reduced without adding a sensor or increasing maintenance items.
- the rope 17 is driven by two hoisting machines 11 ⁇ and 11 ⁇ installed at the upper end of the hoistway, and one car 30 connected to both ends of the rope 17 and a counterweight weight 70 are raised and lowered.
- It is a rope type elevator.
- the number of hoisting machines for driving one rope 17 is two, but three or more may be used.
- the rated torque per motor can be reduced and the size can be reduced, improving the installability of the elevator. Then, by applying the torque averaging controller shown in FIG. 3, the torque difference caused by the difference in sheave diameter between the hoisting machine 11 ⁇ and the hoisting machine 11 ⁇ is not increased by adding a sensor or increasing maintenance items. Can be reduced to.
- the present invention is not limited to the above-described embodiments, but includes various modifications.
- the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the configurations.
- it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment and it is also possible to add the configuration of another embodiment to the configuration of one embodiment.
- rope terminal 31 l ... left rope terminal, 31 r ... right Rope terminal, 40 ... guide rail, 50 ... guide roller, 51 ... front-rear direction spring, 52 ... left-right direction spring, 60 ... control device, 61 ... loop controller, 62 ... overall controller, 70 ... balanced weight
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- Civil Engineering (AREA)
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Abstract
The present invention prevents car tilting caused by differences in sheave diameter, and the like from accumulating with operation. A hoisting machine motor control system for an elevator having at least two hoisting machines installed in the path that a car is moving along, the hoisting machine motor control system comprising: a first speed controller that receives the deviation between a first rope feed speed and a speed command value and outputs a first torque command value; a second speed controller that receives the deviation between a second rope feed speed and a speed command value and outputs a second torque command value; a first current controller that controls a first motor current value supplied to the motor of a first hoisting machine according to the first torque command value; a second current controller that controls a second motor current value supplied to the motor of a second hoisting machine according to the second torque command value; and a feedback element. The feedback element inputs the difference between the first torque command value and the second torque command value to the first speed controller and the second speed controller.
Description
本発明は、乗りかごの移動路毎に複数の巻上機を設置したエレベータにおける、巻上機モータ制御システムに関する。
The present invention relates to a hoisting machine motor control system in an elevator in which a plurality of hoisting machines are installed for each moving path of a car.
近年、一つの移動路内を複数の乗りかごが移動するマルチカーエレベータが提案されている。従来のマルチカーエレベータとして、例えば、特許文献1には、対角上に配置した2本のロープの両端部に乗りかごを接続した乗りかご対を複数有する循環型のマルチカーエレベータに関する技術が記載されている。この文献には、乗りかご対を結ぶ2本のロープそれぞれを個別の駆動シーブを有する巻上機で駆動する技術も記載されている。
In recent years, a multi-car elevator in which multiple cars move in one moving path has been proposed. As a conventional multi-car elevator, for example, Patent Document 1 describes a technique relating to a circulation type multi-car elevator having a plurality of car pairs in which a car is connected to both ends of two diagonally arranged ropes. Has been done. This document also describes a technique for driving each of the two ropes connecting a car pair with a hoist having a separate drive sheave.
また、1本のロープを複数台の巻上機で駆動する際の駆動力決定手法として、例えば、特許文献2には、第1駆動シーブを有する第1巻上機と、第2駆動シーブを有する第2巻上機と、上記第1および第2駆動シーブに巻きかけられているロープと、ロープに吊り下げられている乗りかごを有し、上記第1巻上機と第2巻上機の運転をそれぞれ制御する第1制御部と第2制御部を有しているエレベータ装置が記載されている。この文献では、上記第1制御部は上位制御系で生成された速度指令値に従って速度制御を行い、上記第2制御部は、上記第1制御部とは別に生成されたトルク指令に基づいてトルク制御を行っている。
Further, as a driving force determination method when driving one rope with a plurality of hoisting machines, for example, Patent Document 2 describes a first hoisting machine having a first driving sheave and a second driving sheave. It has a second hoisting machine, a rope wound around the first and second drive sheaves, and a car suspended from the rope, and has the first hoisting machine and the second hoisting machine. An elevator device having a first control unit and a second control unit that control the operation of each of the above is described. In this document, the first control unit performs speed control according to a speed command value generated by the upper control system, and the second control unit torques based on a torque command generated separately from the first control unit. It is in control.
しかしながら、特許文献1には、乗りかごを対角釣りする2本のロープを別の巻上機を駆動する際の駆動力分配の具体的手法については記載されていない。また、特許文献2では、1本のロープを2台の駆動シーブで駆動し、それぞれの巻上機の駆動力を決定する手法が記載されているが、2本のロープを個別の巻上機で制御する手法については述べられていない。
However, Patent Document 1 does not describe a specific method of driving force distribution when driving two hoisting machines with two ropes for diagonal fishing of a car. Further, Patent Document 2 describes a method of driving one rope with two drive sheaves and determining the driving force of each hoist, but the two ropes are individually hoisted. The method of controlling with is not described.
ここで、一般に、巻上機の駆動シーブの径には、製造誤差や摩耗の影響で設計上の径に比べ十~数百μm程度の誤差が発生する場合がある。また、乗りかごの移動路の底部に配置される下部プーリをロープで懸垂する構成にすると、ロープの経年伸びの影響で下部プーリが下方に移動する結果、巻上機の駆動シーブと下部プーリの距離が徐々に長くなる傾向がある。
Here, in general, the diameter of the drive sheave of the hoist may have an error of about 10 to several hundred μm compared to the design diameter due to the influence of manufacturing error and wear. In addition, if the lower pulley located at the bottom of the car's moving path is suspended by a rope, the lower pulley will move downward due to the aging of the rope, resulting in the drive sheave of the hoist and the lower pulley. The distance tends to increase gradually.
このため、各乗りかごを2本のロープで対角釣りするマルチカーエレベータの場合、2本のロープを駆動する2つの駆動シーブの径が異なっていると、各ロープの送り速度も異なってしまい、かご傾きが発生する。また、駆動シーブと下部プーリの配置高さが系統毎に異なる場合には、移動路の頂部や底部を乗りかごが通過する際にかご傾きが発生する。
駆動シーブ径の誤差や配置高さの誤差が僅かであっても、運転を長期間継続すればかご傾きが累積していくため、かご傾きが徐々に大きくなるという問題がある。 For this reason, in the case of a multi-car elevator that diagonally fishes each car with two ropes, if the diameters of the two drive sheaves that drive the two ropes are different, the feed speed of each rope will also be different. , The car tilt occurs. Further, when the arrangement heights of the drive sheave and the lower pulley are different for each system, the car tilts when the car passes through the top and bottom of the moving path.
Even if the error in the drive sheave diameter and the error in the arrangement height are small, there is a problem that the car inclination gradually increases because the car inclination accumulates if the operation is continued for a long period of time.
駆動シーブ径の誤差や配置高さの誤差が僅かであっても、運転を長期間継続すればかご傾きが累積していくため、かご傾きが徐々に大きくなるという問題がある。 For this reason, in the case of a multi-car elevator that diagonally fishes each car with two ropes, if the diameters of the two drive sheaves that drive the two ropes are different, the feed speed of each rope will also be different. , The car tilt occurs. Further, when the arrangement heights of the drive sheave and the lower pulley are different for each system, the car tilts when the car passes through the top and bottom of the moving path.
Even if the error in the drive sheave diameter and the error in the arrangement height are small, there is a problem that the car inclination gradually increases because the car inclination accumulates if the operation is continued for a long period of time.
そこで、本発明の目的は、上記に起因するかご傾きの累積を低減できるエレベータ用巻上機の制御システムを提供することにある。
Therefore, an object of the present invention is to provide a control system for an elevator hoist that can reduce the accumulation of car tilt caused by the above.
上記課題を解決するため、本発明の巻上機モータ制御システムは、乗りかごの移動路に少なくとも2台の巻上機を設置したエレベータにおける、巻上機モータ制御システムであって、第1巻上機の第1回転速度を測定する第1測定器と、第2巻上機の第2回転速度を測定する第2測定器と、前記第1回転速度と前記第1巻上機のシーブ径に基づいて算出した第1ロープ送り速度と速度指令値の偏差を入力とし、第1トルク指令値を出力とする第1速度制御器と、前記第2回転速度と前記第2巻上機のシーブ径に基づいて算出した第2ロープ送り速度と速度指令値の偏差を入力とし、第2トルク指令値を出力とする第2速度制御器と、前記第1トルク指令値に応じて前記第1巻上機のモータに供給する第1モータ電流値を制御する第1電流制御器と、前記第2トルク指令値に応じて前記第2巻上機のモータに供給する第2モータ電流値を制御する第2電流制御器と、フィードバック要素と、を備え、該フィードバック要素は、前記第1トルク指令値と前記第2トルク指令値の差分、前記第1巻上機のトルクと前記第2巻上機のトルクの差分、または、前記第1モータ電流値と前記第2モータ電流値の差分、のいずれか1つの差分を前記第1速度制御器と前記第2速度制御器に入力するものとした。
In order to solve the above problems, the hoisting machine motor control system of the present invention is a hoisting machine motor control system in an elevator in which at least two hoisting machines are installed in the moving path of the car, and the first volume. The first measuring instrument that measures the first rotation speed of the upper machine, the second measuring instrument that measures the second rotation speed of the second winding machine, the first rotation speed, and the sheave diameter of the first winding machine. The first speed controller that inputs the deviation between the first rope feed speed and the speed command value calculated based on the above and outputs the first torque command value, the second rotation speed, and the sheave of the second hoisting machine. The second speed controller that inputs the deviation between the second rope feed speed and the speed command value calculated based on the diameter and outputs the second torque command value, and the first volume according to the first torque command value. The first current controller that controls the first motor current value supplied to the motor of the upper machine and the second motor current value supplied to the motor of the second hoisting machine are controlled according to the second torque command value. A second current controller and a feedback element are provided, and the feedback element includes a difference between the first torque command value and the second torque command value, the torque of the first hoisting machine, and the second hoisting machine. The difference between the torques of the above and the difference between the first motor current value and the second motor current value is input to the first speed controller and the second speed controller.
本発明のエレベータ用巻上機の制御システムによれば、シーブ径の誤差、または、シーブや下部プーリの設置高さの誤差によって生じるかご傾きの累積を抑制することができる。
According to the control system of the elevator hoist of the present invention, it is possible to suppress the accumulation of the car inclination caused by the error of the sheave diameter or the error of the installation height of the sheave and the lower pulley.
以下、本発明に係る巻上機モータ制御システムの実施例を、図面を用いて説明する。各実施例において、同様の構成要素には同様の符号を付し、同様の説明は繰り返さない。なお、本発明の各種の構成要素は、必ずしも個々に独立した存在である必要はなく、複数の構成要素が一個の部材として形成されていること、一つの構成要素が複数の部材で形成されていること、或る構成要素が他の構成要素の一部であること、或る構成要素の一部と他の構成要素の一部とが重複していること、等を許容する。
Hereinafter, examples of the hoisting machine motor control system according to the present invention will be described with reference to the drawings. In each embodiment, similar components are designated by the same reference numerals, and the same description will not be repeated. It should be noted that the various components of the present invention do not necessarily have to be individually independent, and a plurality of components are formed as one member, and one component is formed of a plurality of members. It is permissible that one component is a part of another component, that a part of one component overlaps with a part of another component, and the like.
図1乃至図7を用いて、マルチカーエレベータを制御対象とした、実施例1に係る巻上機モータ制御システムを説明する。
The hoisting machine motor control system according to the first embodiment will be described with reference to FIGS. 1 to 7 with reference to a multicar elevator as a control target.
図1は、本実施例のマルチカーエレベータ100と制御装置60を示す概略構成図である。ここに例示するマルチカーエレベータ100は、人や荷物を載せる複数対の乗りかご30が、建築構造物内に形成された移動路1内を移動する構成のものである。また、制御装置60は、巻上機を制御することで、乗りかご30の運行を制御するものである。
FIG. 1 is a schematic configuration diagram showing a multicar elevator 100 and a control device 60 of this embodiment. The multicar elevator 100 exemplified here has a configuration in which a plurality of pairs of car cars 30 for carrying people and luggage move in a movement path 1 formed in a building structure. Further, the control device 60 controls the operation of the car 30 by controlling the hoisting machine.
<マルチカーエレベータ100の構成>
移動路1は、乗りかご30が上昇する上昇路1Uと、乗りかご30が下降する下降路1Dを備えており、両路は水平方向に隣接している。また、上昇路1Uと下降路1Dの上端は、乗りかご30が上昇から下降に反転する上部反転路1Tで連結されており、上昇路1Uと下降路1Dの下端は、乗りかご30が下降から上昇に反転する下部反転路1Bで連結されている。なお、以降、上方向をz軸の正方向とし、z軸と交差する水平方向のうち、紙面右方向をx軸の正方向、紙面裏方向をy軸の正方向と称す。 <Structure ofmulticar elevator 100>
Themoving path 1 includes an ascending path 1U in which the car 30 rises and a descending path 1D in which the car 30 descends, and both paths are adjacent to each other in the horizontal direction. Further, the upper ends of the ascending road 1U and the descending road 1D are connected by an upper reversing road 1T in which the car 30 reverses from ascending to descending, and the lower ends of the ascending road 1U and the descending road 1D are connected from the descending vehicle 30. It is connected by a lower reversal path 1B that reverses ascending. Hereinafter, the upward direction is referred to as the positive direction of the z-axis, the right direction of the paper surface is referred to as the positive direction of the x-axis, and the back direction of the paper surface is referred to as the positive direction of the y-axis among the horizontal directions intersecting the z-axis.
移動路1は、乗りかご30が上昇する上昇路1Uと、乗りかご30が下降する下降路1Dを備えており、両路は水平方向に隣接している。また、上昇路1Uと下降路1Dの上端は、乗りかご30が上昇から下降に反転する上部反転路1Tで連結されており、上昇路1Uと下降路1Dの下端は、乗りかご30が下降から上昇に反転する下部反転路1Bで連結されている。なお、以降、上方向をz軸の正方向とし、z軸と交差する水平方向のうち、紙面右方向をx軸の正方向、紙面裏方向をy軸の正方向と称す。 <Structure of
The
この移動路1には、例えば、3対6台の乗りかご30が設置される。以下、1対目をAループの乗りかごAX、AY、2対目をBループの乗りかごBX、BY、3対目をCループの乗りかごCX、CYと称する。なお、以下では、主にAループに着目して本発明を詳細に説明し、Aループと同等のBループ、Cループの説明は適宜省略する。
For example, a 3 to 6 car 30 is installed on this movement path 1. Hereinafter, the first pair is referred to as an A-loop car AX, AY, the second pair is referred to as a B-loop car car BX, BY, and the third pair is referred to as a C-loop car car CX, CY. In the following, the present invention will be described in detail mainly focusing on the A loop, and the description of the B loop and the C loop equivalent to the A loop will be omitted as appropriate.
Aループの乗りかごAX、AYは、それぞれ、左ロープ端末31lを介して無端状の第1ロープ17(実線)に接続され、右ロープ端末31rを介して第2ロープ27(破線)に接続されている。第1ロープ17は、下降路1Dの上端に設置された第1シーブ13に巻きかけられ、下降路1Dの下端に配置された第1プーリ16を懸垂している。また、第2ロープ27は、上昇路1Uの上端に設置された第2シーブ23に巻きかけられ、上昇路1Uの下端に配置された第2プーリ26を懸垂している。第1プーリ16や第2プーリ26は、第1ロープ17や第2ロープ27の経年伸びによって徐々に下方に移動するが、x方向およびy方向には移動しないように拘束具(図示していない)によって拘束されている。
The A-loop car AX and AY are connected to the endless first rope 17 (solid line) via the left rope terminal 31 l, and to the second rope 27 (broken line) via the right rope terminal 31 r, respectively. It is connected. The first rope 17 is wound around a first sheave 13 installed at the upper end of the descending path 1D, and suspends a first pulley 16 arranged at the lower end of the descending path 1D. Further, the second rope 27 is wound around the second sheave 23 installed at the upper end of the ascending path 1U, and suspends the second pulley 26 arranged at the lower end of the ascending path 1U. The first pulley 16 and the second pulley 26 gradually move downward due to the aging of the first rope 17 and the second rope 27, but are restraints (not shown) so as not to move in the x-direction and the y-direction. ) Is restrained.
第1シーブ13と第2シーブ23の内部には、第1モータ12と第2モータ22が埋め込まれ、第1シーブ13と第2シーブ23を駆動する。第1シーブ13と第2シーブ23の下部には、第1ブレーキ14と第2ブレーキ24がそれぞれ単数ないし複数配置され、乗りかご30の着床時などに各シーブの回転を機械的に制動する。
A first motor 12 and a second motor 22 are embedded inside the first sheave 13 and the second sheave 23 to drive the first sheave 13 and the second sheave 23. A single or a plurality of first brakes 14 and second brakes 24 are arranged below the first sheave 13 and the second sheave 23, respectively, and mechanically brake the rotation of each sheave when the car 30 lands. ..
第1巻上機11は、上記した第1モータ12、第1シーブ13、第1ブレーキ14から構成され、第2巻上機21は、上記した第2モータ22、第2シーブ23、第2ブレーキ24から構成される。以下では、第1巻上機11、第1プーリ16、第1ロープ17をまとめて第1系統10と呼称し、第2巻上機21、第2プーリ26、第2ロープ27をまとめて第2系統20と呼称する。
The first hoisting machine 11 is composed of the above-mentioned first motor 12, the first sheave 13, and the first brake 14, and the second hoisting machine 21 is the above-mentioned second motor 22, the second sheave 23, and the second. It is composed of a brake 24. In the following, the first hoisting machine 11, the first pulley 16, and the first rope 17 are collectively referred to as the first system 10, and the second hoisting machine 21, the second pulley 26, and the second rope 27 are collectively referred to as the first system 10. It is called 2 systems 20.
乗りかご30のx方向側面にはガイド装置の一種であるガイドローラ50が、左上、左下、右上、右下の計4台設置されており、上昇路1Uと下降路1Dのx方向両端部に設置されたz方向に延びるガイドレール40にばねで押し付けられることで、上昇路1Uや下降路1Dの昇降中に乗りかご30がx方向およびy方向に移動するのを防止している。また、ガイドレール40とガイドローラ50の間に発生する反発力によって、乗りかご30がxyzいずれかの方向に傾いたとき、乗りかご30に復元トルクを発生させる。
A total of four guide rollers 50, which are a type of guide device, are installed on the x-direction side surface of the car 30 at the upper left, lower left, upper right, and lower right, and are installed at both ends of the ascending path 1U and the descending path 1D in the x-direction. By being pressed by a spring against the installed guide rail 40 extending in the z direction, the car 30 is prevented from moving in the x direction and the y direction while the ascending path 1U and the descending path 1D are ascending and descending. Further, when the car 30 is tilted in any direction of xyz due to the repulsive force generated between the guide rail 40 and the guide roller 50, a restoration torque is generated in the car 30.
図2は、図1のマルチカーエレベータ100を上方から見下ろした上面図である。第1系統10の第1固定軸15は、上部反転路1Tに固定されており、Aループの第1巻上機11A、Bループの第1巻上機11B、Cループの第1巻上機11Cを、それぞれが独立に回転できるように同軸支持している。同様に、第2系統20の第2固定軸25は、上部反転路1Tに固定されており、Aループの第2巻上機21A、Bループの第2巻上機21B、Cループの第2巻上機21Cを、それぞれが独立に回転できるように支持している。
Aループの第1巻上機11AにはAループの第1ロープ17Aが巻きかけられている。同様に、第1巻上機11Bには第1ロープ17Bが、第1巻上機11Cには第1ロープ17Cがそれぞれ巻きかけられている。第2系統20も同様である。 FIG. 2 is a top view of themulticar elevator 100 of FIG. 1 looking down from above. The first fixed shaft 15 of the first system 10 is fixed to the upper inversion path 1T, and is the first hoisting machine 11A of the A loop, the first hoisting machine 11B of the B loop, and the first hoisting machine of the C loop. The 11Cs are coaxially supported so that they can rotate independently. Similarly, the second fixed shaft 25 of the second system 20 is fixed to the upper inversion path 1T, and is the second hoisting machine 21A of the A loop, the second hoisting machine 21B of the B loop, and the second of the C loop. The hoisting machine 21C is supported so that each can rotate independently.
Thefirst rope 17A of the A loop is wound around the first hoisting machine 11A of the A loop. Similarly, the first rope 17B is wound around the first hoisting machine 11B, and the first rope 17C is wound around the first hoisting machine 11C. The same applies to the second system 20.
Aループの第1巻上機11AにはAループの第1ロープ17Aが巻きかけられている。同様に、第1巻上機11Bには第1ロープ17Bが、第1巻上機11Cには第1ロープ17Cがそれぞれ巻きかけられている。第2系統20も同様である。 FIG. 2 is a top view of the
The
また、図示していないが、下部反転路1Bには、Aループの第1プーリ16A、Bループの第1プーリ16B、Cループの第1プーリ16Cを独立に回転できるように同軸支持した第1プーリ16が配置されており、Aループの第2プーリ26A、Bループの第2プーリ26B、Cループの第2プーリ26Cを独立に回転できるように同軸支持した第2プーリ26が配置されている。
Further, although not shown, a first pulley 16A of the A loop, a first pulley 16B of the B loop, and a first pulley 16C of the C loop are coaxially supported on the lower reversal path 1B so as to be able to rotate independently. The pulley 16 is arranged, and the second pulley 26 coaxially supporting the second pulley 26A of the A loop, the second pulley 26B of the B loop, and the second pulley 26C of the C loop so that they can rotate independently is arranged. ..
Aループの第1ロープ17Aと第2ロープ27Aは、それぞれロープ端末31Aを介してAループの乗りかごAX、AYを対角に懸垂している。このようにしてAループの乗りかご対を形成する。Bループの第1ロープ17Bと第2ロープ27B、および、Cループの第1ロープ17Cと第2ロープ27Cも同様に、Bループの乗りかごBX、BY、および、Cループの乗りかごCX、CYを対角釣りしている。
The first rope 17A and the second rope 27A of the A loop suspend the A loop car AX and AY diagonally via the rope terminal 31A, respectively. In this way, a car pair of A loops is formed. Similarly, the first rope 17B and the second rope 27B of the B loop, and the first rope 17C and the second rope 27C of the C loop also have the B loop car BX, BY, and the C loop car car CX, CY. Is fishing diagonally.
Aループの第1巻上機11A、第1ロープ17A、第1プーリ16AをまとめてAループ第1系統と呼称する。同様に、Aループの第2巻上機21A、第2ロープ27A、第2プーリ26をまとめてAループ第2系統と呼称する。さらに、Aループ第1系統とAループ第2系統、さらに乗りかごAX、AYで構成される乗りかご対をまとめてAループと定義する。Bループ、Cループも同様に定義する。
The A-loop first hoisting machine 11A, the first rope 17A, and the first pulley 16A are collectively referred to as the A-loop first system. Similarly, the A-loop second hoisting machine 21A, the second rope 27A, and the second pulley 26 are collectively referred to as the A-loop second system. Further, the A loop 1st system, the A loop 2nd system, and the car pair composed of the car AX and AY are collectively defined as the A loop. B loop and C loop are also defined in the same way.
Aループの第1巻上機11Aと第2巻上機21Aを同期駆動させることで、乗りかごAX、AYを同時に移動させることができる。例えば、Aループの第1巻上機11A、第2巻上機21Aを反時計周りに回転させると、図1に例示するように、乗りかごAXは上昇路1Uを上昇し、乗りかごAYは下降路1Dを下降する。なお、他ループの巻上機は、独立して回転制御できるため、各ループの乗りかごは独立に駆動させることができる。
By synchronously driving the first hoisting machine 11A and the second hoisting machine 21A of the A loop, the car AX and AY can be moved at the same time. For example, when the first hoisting machine 11A and the second hoisting machine 21A of the A loop are rotated counterclockwise, the car AX ascends the ascending path 1U and the car AY rises as illustrated in FIG. Go down the descent path 1D. Since the hoisting machine of the other loop can independently control the rotation, the car of each loop can be driven independently.
<制御装置60の構成>
図1に示すように、制御装置60は、各ループの乗りかご30の運行を個別に制御するループコントローラ61と、各ループコントローラを統括制御する全体コントローラ62で構成される。 <Configuration ofcontrol device 60>
As shown in FIG. 1, thecontrol device 60 includes a loop controller 61 that individually controls the operation of the car 30 of each loop, and an overall controller 62 that collectively controls each loop controller.
図1に示すように、制御装置60は、各ループの乗りかご30の運行を個別に制御するループコントローラ61と、各ループコントローラを統括制御する全体コントローラ62で構成される。 <Configuration of
As shown in FIG. 1, the
各々のループコントローラ61は、各ループの巻上機を制御するものであり、各巻上機のモータに所望の電圧・電流を印可する電力変換器(例えばインバータなど)、モータの回転速度を計測する測定器(例えばエンコーダなど)、モータのトルクを制御して所望の回転速度を達成する速度制御器、モータの電流を制御して所望のトルクを発生させる電流制御器、ブレーキの解放および制動を制御するブレーキ制御器などを備える。
Each loop controller 61 controls a hoist of each loop, and measures a power converter (for example, an inverter) that applies a desired voltage and current to the motor of each hoist, and the rotation speed of the motor. Measuring instruments (eg encoders), speed controllers that control the torque of the motor to achieve the desired rotational speed, current controllers that control the current of the motor to generate the desired torque, control the release and braking of the brakes. It is equipped with a brake controller and the like.
図3に、ループコントローラ61のモータ制御のブロック線図を示す。また、図4に比較例のモータ制御のブロック線図を示す。
FIG. 3 shows a block diagram of the motor control of the loop controller 61. Further, FIG. 4 shows a block diagram of the motor control of the comparative example.
まず、図4の比較例のブロック線図を説明する。この比較例では、第1系統10に関しては、第1シーブエンコーダで実測した第1モータ12の回転速度ω1と、制御系に登録した第1シーブ13の半径r1を用いて、第1ロープ17の実際の送り速度v1を計算し、これを共通のロープ送り速度指令値v*と比較することで速度偏差verr1を算出する。同様に、第2系統20に関しては、第2シーブエンコーダで実測した第2モータ22の回転速度ω2と、制御系に登録した第2シーブ23の半径r2を用いて、第2ロープ27の実際の送り速度v2を計算し、これを共通のロープ送り速度指令値v*と比較することで速度偏差verr2を算出する。そして、速度偏差verr1、verr2を系統別の速度制御器GASR(たとえばPI制御など)に入力し、各系統のモータで発生させるトルク値を規定するトルク指令τ1*、τ2*を算出する。その後、トルク指令τ1*、τ2*を受けて各系統の電流制御器が各系統のモータ電流を制御し、所望のモータトルクτ1、τ2が各系統のモータから出力される。
First, the block diagram of the comparative example of FIG. 4 will be described. In this comparative example, for the first system 10, the rotation speed ω 1 of the first motor 12 actually measured by the first sheave encoder and the radius r 1 of the first sheave 13 registered in the control system are used to use the first rope. The actual feed rate v 1 of 17 is calculated, and the speed deviation v err 1 is calculated by comparing this with the common rope feed rate command value v *. Similarly, for the second system 20, the rotation speed ω 2 of the second motor 22 measured by the second sheave encoder and the radius r 2 of the second sheave 23 registered in the control system are used to form the second rope 27. The actual feed rate v 2 is calculated, and the speed deviation v err 2 is calculated by comparing this with the common rope feed rate command value v *. Then, the speed deviations v err1 and v err2 are input to the speed controller G ASR (for example, PI control) for each system, and torque commands τ 1 * and τ 2 * that specify the torque value generated by the motor of each system are issued. calculate. After that, in response to the torque commands τ 1 * and τ 2 *, the current controller of each system controls the motor current of each system, and the desired motor torques τ 1 and τ 2 are output from the motors of each system.
一方、図3で示す本実施例のブロック線図では、図4の構成に、第1モータ12のトルク指令値τ1*と第2モータ22のトルク指令値τ2*の差分τerrを取り、各系統の速度制御器の入力にフィードバックするトルク平均化コントローラが追加されている。
On the other hand, in the block diagram of this embodiment shown in FIG. 3, the arrangement of FIG. 4, taken torque command value of the first motor 12 tau 1 * and the difference tau err torque command value tau 2 * of the second motor 22 , A torque averaging controller that feeds back to the input of the speed controller of each system has been added.
一般的に、電流制御系の応答速度は速度制御系よりも10倍以上高速に設計されることから、トルク指令値τ1*、τ2*の差分τerrを用いることで、トルク平均化コントローラによって第1モータトルクτ1と第2モータトルクτ2の差が累積されて大きくなることを防止し、長期的には両系統のトルク差の累積が0になるように制御される。
Generally, the response speed of the current control system is designed to be 10 times faster than that of the speed control system. Therefore, by using the difference τ err of the torque command values τ 1 * and τ 2 *, the torque averaging controller This prevents the difference between the first motor torque τ 1 and the second motor torque τ 2 from accumulating and increasing, and is controlled so that the cumulative torque difference between the two systems becomes 0 in the long term.
また、図では示していないが、トルク指令値τ1*、τ2*以外にも、第1モータ12と第2モータ22の電流測定値の差分や、トルク値τ1とトルク値τ2を直接測定して差分を取りフィードバックすることでも同様の効果が得られる。トルク指令値τ1*、τ2*を用いる場合、モータの電流値やトルク値を測定することなく、速度制御部内部の状態量のみを用いてトルク差を長期的に0にできるメリットがある。
Although not shown in the figure, in addition to the torque command values τ 1 * and τ 2 *, the difference between the current measurement values of the first motor 12 and the second motor 22 and the torque values τ 1 and torque value τ 2 are also shown. The same effect can be obtained by directly measuring, taking the difference, and feeding back. When the torque command values τ 1 * and τ 2 * are used, there is an advantage that the torque difference can be set to 0 in the long term by using only the state amount inside the speed control unit without measuring the current value or torque value of the motor. ..
図5に、図3の第1速度制御器、第2速度制御器、トルク平均化コントローラ(以下、これらをすべてまとめて「速度制御部」と呼ぶ)を等価変換したブロック線図を示す。ここでは、トルク指令値τ1*、τ2*の差分τerrをフィードバックしていないが、前向きに伝達される要素のみでフィードバック要素を構成し、図3と同じ効果を得ている。
FIG. 5 shows a block diagram obtained by equivalent conversion of the first speed controller, the second speed controller, and the torque averaging controller (hereinafter collectively referred to as “speed control unit”) of FIG. Here, the difference τ err of the torque command values τ 1 * and τ 2 * is not fed back, but the feedback element is composed only of the elements that are positively transmitted, and the same effect as in FIG. 3 is obtained.
速度制御器の伝達関数をラプラス領域でGASR、トルク平均化コントローラの伝達関数をラプラス領域でGsyncとすると、図3または図5に示す速度制御部全体の極は下記の式で表される。
Assuming that the transfer function of the speed controller is G ASR in the Laplace region and the transfer function of the torque averaging controller is G sync in the Laplace region, the poles of the entire speed control unit shown in FIG. 3 or 5 are expressed by the following equations. ..
制御の安定性の観点から考えると、(式1)で表された極の実部がすべて負であることが望ましい。
From the viewpoint of control stability, it is desirable that all the real parts of the poles represented by (Equation 1) are negative.
<シーブの径が系統毎に異なる場合の、乗りかご傾きの発生原理>
以下、図4の比較例による制御時に生じる、乗りかご傾きの発生原理を示す。 <Principle of car tilt when the diameter of the sheave is different for each system>
Hereinafter, the principle of generating the car tilt that occurs during control according to the comparative example of FIG. 4 will be shown.
以下、図4の比較例による制御時に生じる、乗りかご傾きの発生原理を示す。 <Principle of car tilt when the diameter of the sheave is different for each system>
Hereinafter, the principle of generating the car tilt that occurs during control according to the comparative example of FIG. 4 will be shown.
図6は、図1に示したマルチカーエレベータにおいて、第1シーブ13の半径r1が第2シーブ23の半径r2よりも例えば0.2~0.3mm程度大きい場合の、比較例の制御ブロックによる制御結果である。なお、簡単のため、Aループのみを説明するが、Bループ、Cループでも同様の問題が発生する。
FIG. 6 shows control of a comparative example when the radius r 1 of the first sheave 13 is larger than the radius r 2 of the second sheave 23, for example, by about 0.2 to 0.3 mm in the multicar elevator shown in FIG. It is a control result by the block. For the sake of simplicity, only the A loop will be described, but the same problem occurs in the B loop and the C loop.
半径r1と半径r2の相違が設計されたものでなく、製造誤差や摩耗の結果である場合、図4の制御系が認識している半径r1と半径r2の関係は、r1=r2である。したがって、Aループのループコントローラ61Aが、第1モータ12と第2モータ22を同じ回転速度ω1=ω2で制御すると、第1ロープ17の送り速度v1と第2ロープ27の送り速度v2は異なる値になる。
If the difference between radius r 1 and radius r 2 is not designed and is the result of manufacturing error or wear, the relationship between radius r 1 and radius r 2 recognized by the control system in FIG. 4 is r 1 = R 2 . Therefore, when the loop controller 61A of the A loop controls the first motor 12 and the second motor 22 at the same rotation speed ω 1 = ω 2 , the feed speed v 1 of the first rope 17 and the feed speed v of the second rope 27 2 will be a different value.
ここで、乗りかごAXとAYが、ともに水平な初期状態から、乗りかごAXが上昇路1Uを上昇し、乗りかごAYが下降路1Dを下降する場合を想定する。図6のように半径r1が半径r2より大きい場合、第1シーブ13の周速がより速くなるため、実線で示す第1ロープ17の送り速度が、破線で示す第2ロープ27の送り速度よりも速くなる。その結果、初期状態から所定時間が経過すると、乗りかごAXはy軸を時計周りに、乗りかごAYはy軸を反時計周りにそれぞれ傾くことになる。この傾きは乗りかご30の運転距離に応じて累積されていくため、半径r1と半径r2の差が例え数百μm程度であっても、乗客が認識できる程度の大きな傾きに至る場合がある。
Here, it is assumed that the car AX and the AY are both horizontal from the initial state, the car AX goes up the ascending road 1U, and the car AY goes down the down road 1D. When the radius r 1 is larger than the radius r 2 as shown in FIG. 6, the peripheral speed of the first sheave 13 becomes faster, so that the feed speed of the first rope 17 shown by the solid line is the feed speed of the second rope 27 shown by the broken line. It will be faster than the speed. As a result, when a predetermined time elapses from the initial state, the car AX tilts the y-axis clockwise and the car AY tilts the y-axis counterclockwise. Since this inclination is accumulated according to the driving distance of the car 30, even if the difference between the radius r 1 and the radius r 2 is about several hundred μm, the inclination may be large enough to be recognized by passengers. be.
<シーブとプーリの設置高さが系統毎に異なる場合の、乗りかご傾きの発生原理>
図7Aは、図1に示したマルチカーエレベータにおいて、第1巻上機11よりも第2巻上機21がΔuだけ高い位置に設置されており、また、第1プーリ16よりも第2プーリ26がΔdだけ低い位置に設置されている状態を示している。なお、簡単のため、Aループのみを説明するが、Bループ、Cループでも同様の問題が発生する。 <Principle of car tilt when the installation height of the sheave and pulley is different for each system>
FIG. 7A shows that in the multicar elevator shown in FIG. 1, thesecond hoisting machine 21 is installed at a position higher than the first hoisting machine 11 by Δ u, and the second hoisting machine 21 is installed at a position higher than the first pulley 16. It shows a state in which the pulley 26 is installed at a position lowered by Δ d. For the sake of simplicity, only the A loop will be described, but the same problem occurs in the B loop and the C loop.
図7Aは、図1に示したマルチカーエレベータにおいて、第1巻上機11よりも第2巻上機21がΔuだけ高い位置に設置されており、また、第1プーリ16よりも第2プーリ26がΔdだけ低い位置に設置されている状態を示している。なお、簡単のため、Aループのみを説明するが、Bループ、Cループでも同様の問題が発生する。 <Principle of car tilt when the installation height of the sheave and pulley is different for each system>
FIG. 7A shows that in the multicar elevator shown in FIG. 1, the
ここで、乗りかごAXとAYが、ともに水平な初期状態から、乗りかごAXが上昇路1Uから上部反転路1Tを通過して下降路1Dに移動し、乗りかごAYが下降路1Dから下部反転路1Bを通過して上昇路1Uに移動する場合(以降、乗りかごが、上部反転路1Tや下部反転路1Bを通過する動きを「転向動作」と称する)を想定する。図7Aに示す誤差Δu、Δdが存在する場合、第1ロープ17よりも第2ロープ27のほうが2Δu+2Δdだけ全長が長くなる。したがって、転向動作後には第1ロープ17が第2ロープ27よりも先に進み、乗りかごAXでは左ロープ端末31lが右ロープ端末31rよりも2Δuだけ進み、乗りかごAXが反時計周りに傾く。また、乗りかごAYでは左ロープ端末31lが右ロープ端末31rよりも2Δdだけ進み、乗りかごAYが時計周りに傾く。
Here, from the initial state where both the car AX and the AY are horizontal, the car AX moves from the ascending road 1U through the upper reversing road 1T to the descending road 1D, and the car AY moves from the descending road 1D to the lower reversing road. It is assumed that the vehicle passes through the road 1B and moves to the ascending road 1U (hereinafter, the movement of the car passing through the upper reversing road 1T and the lower reversing road 1B is referred to as "turning operation"). When the errors Δ u and Δ d shown in FIG. 7A exist, the total length of the second rope 27 is longer by 2Δ u + 2Δ d than that of the first rope 17. Therefore, after the turning operation, the first rope 17 advances ahead of the second rope 27, the left rope terminal 31 l advances by 2 Δ u from the right rope terminal 31 r in the car AX, and the car AX counterclockwise. Lean to. Further, in the car AY, the left rope terminal 31 l advances by 2Δ d from the right rope terminal 31 r , and the car AY tilts clockwise.
図7Aの直後の図7Bでは、第1系統10および第2系統20のモータが同一の回転速度ωで制御されるため、図7Aのかご傾きを維持したまま、乗りかごAXは下降路1Dを下降し、乗りかごAYは上昇路1Uを上昇する。
In FIG. 7B immediately after FIG. 7A, since the motors of the first system 10 and the second system 20 are controlled at the same rotation speed ω, the car AX follows the descending path 1D while maintaining the car inclination of FIG. 7A. Ascending, the car AY ascends the ascending road 1U.
図7Bの直後の図7Cでは、乗りかごAXが下降路1Dから下部反転路1Bを通過して上昇路1Uに移動し、乗りかごAYが上昇路1Uから上部反転路1Tを通過して下降路1Dに移動する。この場合も、図7Aと同様に、転向動作後には第1ロープ17が第2ロープ27よりも先に進み、乗りかごAXでは左ロープ端末31lが右ロープ端末31rよりも2Δdだけ進み、乗りかごAYでは左ロープ端末31lが右ロープ端末31rよりも2Δuだけ進む。したがって、図7Aの転向動作の分も合わせて乗りかごAXと乗りかごAYはさらに傾くことになる。このようにして、転向動作毎にかご傾きが累積していく。
In FIG. 7C immediately after FIG. 7B, the car AX moves from the descending road 1D through the lower reversing road 1B to the ascending road 1U, and the car AY passes from the ascending road 1U through the upper reversing road 1T to the descending road. Move to 1D. In this case as well, as in FIG. 7A, the first rope 17 advances ahead of the second rope 27 after the turning operation, and in the car AX, the left rope terminal 31 l advances by 2Δ d from the right rope terminal 31 r. In the car AY, the left rope terminal 31 l advances by 2 Δ u from the right rope terminal 31 r. Therefore, the car AX and the car AY are further tilted together with the turning motion of FIG. 7A. In this way, the car inclination is accumulated for each turning motion.
なお、以上は簡単のためAループのみを説明したが、Bループ、Cループについても各系統のシーブ径差や設置高さが異なることで同様の現象が起こりうる。
Although only the A loop has been described above for the sake of simplicity, the same phenomenon may occur in the B loop and the C loop due to the difference in the sheave diameter and the installation height of each system.
<かご傾きの可動範囲>
乗りかご30は、ガイドレール40とガイドローラ50によって、x方向、y方向およびx軸,y軸,z軸回りの回転方向に支持されているが、ガイドローラ50の前後方向ばね51と左右方向ばね52のストロークによって、かご傾きの可動範囲は制限される。 <Movable range of car tilt>
Thecar 30 is supported by the guide rail 40 and the guide roller 50 in the x-direction, the y-direction, and the rotation direction around the x-axis, the y-axis, and the z-axis. The stroke of the spring 52 limits the range of motion of the car tilt.
乗りかご30は、ガイドレール40とガイドローラ50によって、x方向、y方向およびx軸,y軸,z軸回りの回転方向に支持されているが、ガイドローラ50の前後方向ばね51と左右方向ばね52のストロークによって、かご傾きの可動範囲は制限される。 <Movable range of car tilt>
The
図6や図7で説明した、かご傾きの累積によってかご傾きの可動範囲の限界に達した場合、ロープがシーブ上を滑ることでそれ以上のかご傾きが発生しなくなる。しかしながらこの状態では、かご傾きを支持する左右方向ばね52の可動限界に達していることから、ガイドレール40およびガイドローラ50によるかごの制振性に悪影響を与える他、ロープ及びシーブの摩耗が早くなりメンテナンスコストが増加するという問題が発生する。
When the limit of the movable range of the car tilt is reached due to the accumulation of the car tilt described in FIGS. 6 and 7, the rope slides on the sheave and no further car tilt occurs. However, in this state, since the movable limit of the left-right direction spring 52 that supports the inclination of the car is reached, the vibration damping property of the car by the guide rail 40 and the guide roller 50 is adversely affected, and the rope and the sheave wear quickly. There is a problem that the maintenance cost increases.
<かご傾きの解決方法>
図4に示した比較例の制御ブロックを用いる場合、かご傾きを原理的に解決する手段としては以下が考えられる。シーブ径の違いは、エレベータの定期点検時などに第1シーブ13と第2シーブ23の半径を定期的に測定し、制御系が認識する各シーブの半径r1、r2を修正することで発生を抑えることができる。しかしながら点検項目の増加とメンテナンスコストが増加する恐れがある。 <Solution for car tilt>
When the control block of the comparative example shown in FIG. 4 is used, the following can be considered as a means for solving the car inclination in principle. The difference in sheave diameter is that the radii of thefirst sheave 13 and the second sheave 23 are periodically measured at the time of periodic inspection of the elevator, and the radii r 1 and r 2 of each sheave recognized by the control system are corrected. The occurrence can be suppressed. However, there is a risk that inspection items will increase and maintenance costs will increase.
図4に示した比較例の制御ブロックを用いる場合、かご傾きを原理的に解決する手段としては以下が考えられる。シーブ径の違いは、エレベータの定期点検時などに第1シーブ13と第2シーブ23の半径を定期的に測定し、制御系が認識する各シーブの半径r1、r2を修正することで発生を抑えることができる。しかしながら点検項目の増加とメンテナンスコストが増加する恐れがある。 <Solution for car tilt>
When the control block of the comparative example shown in FIG. 4 is used, the following can be considered as a means for solving the car inclination in principle. The difference in sheave diameter is that the radii of the
また、上部の巻上機および下部のプーリの位置の違いに関しては、位置の違いを逐次測定して各系統の巻上機の回転速度を補償することでかご傾きを防止できる。しかし、第1ロープ17と第2ロープ27に懸垂された第1プーリ16と第2プーリ26の位置は、乗りかご30の荷重変化や第1ロープ17、第2ロープ27の経年伸びなどによって位置が刻々と変化するために、適切な補償のためにはセンサ等を設置して逐次測定、制御系に反映する必要がある。したがってセンサの分コストが上昇する。
Regarding the difference in the positions of the upper hoist and the lower pulley, the car tilt can be prevented by sequentially measuring the difference in position and compensating for the rotation speed of the hoist of each system. However, the positions of the first pulley 16 and the second pulley 26 suspended from the first rope 17 and the second rope 27 are positioned due to the load change of the car 30 and the aging of the first rope 17 and the second rope 27. Since the rope changes from moment to moment, it is necessary to install sensors, etc., and sequentially measure and reflect it in the control system for appropriate compensation. Therefore, the cost increases by the amount of the sensor.
このような問題を避けるため、以下では、まず、乗りかご30の傾きと系統間のモータトルク差の関係を示した後、本実施例の図3のトルク平均化コントローラや、それと等価の図5によって、かご傾きの累積を抑制できる原理を説明する。
In order to avoid such a problem, in the following, first, the relationship between the inclination of the car 30 and the motor torque difference between the systems is shown, and then the torque averaging controller of FIG. 3 of this embodiment and the equivalent FIG. 5 To explain the principle that the accumulation of car tilt can be suppressed.
<乗りかご傾きと、系統間のモータトルク差の関係>
図8A、図8Bに、乗りかごAXに加わる力の図を示す。なお、ここでは、ガイドローラ50とガイドレール40の間に働く摩擦力などは今回無視している。 <Relationship between car tilt and motor torque difference between systems>
8A and 8B show diagrams of the force applied to the car AX. Here, the frictional force acting between theguide roller 50 and the guide rail 40 is ignored this time.
図8A、図8Bに、乗りかごAXに加わる力の図を示す。なお、ここでは、ガイドローラ50とガイドレール40の間に働く摩擦力などは今回無視している。 <Relationship between car tilt and motor torque difference between systems>
8A and 8B show diagrams of the force applied to the car AX. Here, the frictional force acting between the
図8Aに示すように、乗りかご30には、z方向に、かご質量MAXによる重力MAX g、第1ロープ17の張力FAXl、第2ロープによる張力FAXrが働き、y方向に、4つのガイドローラ50に取り付けられた左右方向ばね52によって生じるばね力Fsul、Fsur、Fsdl、Fsdrが働いている。この図8Aでは、かご傾きがないため、Fsul=Fsur=Fsdl=Fsdrである。
As shown in FIG. 8A, the car 30, the z-direction, gravity M AX g by car mass M AX, tension F AXL of the first rope 17 acts tension F AXR the second rope, the y-direction, The spring forces F sul , F sur , F sdl , and F sdr generated by the left-right springs 52 attached to the four guide rollers 50 are working. In FIG. 8A, since there is no car inclination, F sul = F sur = F sdl = F sdr .
図3の制御ブロックによって、例えば図6の状況下で、第1ロープ17の送り速度v1と第2ロープ27の送り速度v2の実測値が、v1=v2の定常状態に制御されているとき、かごは傾いていかないため、重心周りの力のモーメントの和は0になる。よって、乗りかごAXの中心から第1ロープ17および第2ロープまでのx方向距離をLc、ガイドローラ50のz方向設置間隔Lsを用いて、乗りかごAXの重心周りの力のモーメントの式は下記のようになる。
The control block of FIG. 3, for example in the context of FIG. 6, the measured value of the feeding speed v 2 of the feeding speed v 1 and the second rope 27 of the first rope 17 is controlled to a steady state of v 1 = v 2 Since the car is not tilted, the sum of the moments of the force around the center of gravity becomes 0. Therefore, using the x-direction distance from the center of the car AX to the first rope 17 and the second rope as L c and the z-direction installation interval L s of the guide roller 50, the moment of the force around the center of gravity of the car AX The formula is as follows.
また、z方向の力のつり合いから、以下の式が成り立つ。
Also, the following equation holds from the balance of forces in the z direction.
図8Aでは、Fsul=Fsur=Fsdl=Fsdrであるため、FAXr=FAXlとなる。よって、(式2)および(式3)から下記の式が導かれる。
In FIG. 8A, since F sul = F sur = F sdl = F sdr , FAXr = FAXl . Therefore, the following equations are derived from (Equation 2) and (Equation 3).
図9に、Aループを構成するシーブ、プーリ、乗りかごに加わる力を示す。第1シーブ13の左端に加わる力をFu1l、右端に加わる力をFu1r、第2シーブ23の左端に加わる力をFu2l、右端に加わる力をFu2rとする。また、第1プーリ16の左端に加わる力をFd1l、右端に加わる力をFd1r、第2プーリ26の左端に加わる力をFd2l、右端に加わる力をFd2rとする。ここでは、第1プーリ16と第2プーリ26の質量は等しく、Mdとする。
FIG. 9 shows the forces applied to the sheaves, pulleys, and car that make up the A loop. F U1l the force applied to the left end of the first sheave 13, the force of F U1r applied to the right end, F u 2L forces applied to the left end of the second sheave 23, the force applied to the right end and F u2r. Further, F D1L the force applied to the left end of the first pulley 16, a force of F d1r applied to the right end, F d2l the force applied to the left end of the second pulley 26, the force applied to the right end and F d2r. Here, the masses of the first pulley 16 and the second pulley 26 are equal, and it is assumed that M d.
この場合、プーリの回転に伴う摩擦力を無視すれば、力のつり合いからFd1l=Fd1r=Fd2l=Fd2r=Md g/2である。また、第1ロープ17と第2ロープ27の伸びを無視すれば、Fu1l=FAYl+Fd1l、Fu2l=FAYr+Fd2l、Fu1r=FAXl+Fd1r、Fu2r=FAXr+Fd2rが成り立つ。Aループを構成するもう一つの乗りかご30である乗りかごAYも同様に傾いておらず、質量がMAYの場合、乗りかごAXと同様に、以下の式となる。
In this case, if the frictional force due to the rotation of the pulley is ignored, F d1l = F d1r = F d2l = F d2r = M d g / 2 from the balance of the forces. If the elongation of the first rope 17 and the second rope 27 is ignored, Fu1l = F AYl + F d1l , Fu2l = F AYr + F d2l , Fu1r = FAXl + F d1r , Fu2r = FAXr + F d2r. It holds. Similarly, the car AY, which is another car 30 constituting the A loop, is not tilted, and when the mass is MAY , the following equation is obtained as in the car AX.
よって、第1シーブ13の半径r1と第1モータ12の発生トルクτ1を用いて、第1シーブ13周りの力のモーメントのつり合いは下記の式で表される。
Therefore, using the radius r 1 of the first sheave 13 and the torque τ 1 generated by the first motor 12, the balance of the force moments around the first sheave 13 is expressed by the following equation.
同様に、第2シーブ23の半径r2と第2モータ22の発生トルクτ2を用いて、第2シーブ23周りの力のモーメントのつり合いは下記の式で表される。
Similarly, using the radius r 2 of the second sheave 23 and the torque τ 2 generated by the second motor 22, the balance of the force moments around the second sheave 23 is expressed by the following equation.
第1シーブ13の半径r1と第2シーブ23の半径r2が共にrである場合、(式4)(式5)を(式6)(式7)に代入することで、第1モータ12と第2モータ22の間のトルク差Δτは以下となる。
If the radius r 2 of a radius r 1 and a second sheave 23 of the first sheave 13 is r both by substituting the equation (4) to (Equation 5) (Equation 6) (Equation 7), the first motor The torque difference Δτ between the 12 and the second motor 22 is as follows.
よって、乗りかごAX、AYともにかご傾きが0の場合、定常的なモータトルク差は0になる。
Therefore, when the car inclination is 0 for both the car AX and AY, the steady motor torque difference becomes 0.
一方、図8Bは、乗りかごAXが、反時計周りにθAXだけ傾いた状態を示している。この時、乗りかごAXの左上と右下の左右方向ばね52が縮み、右上と左下の左右方向ばね52が伸びることになる。これによって、乗りかごAXにはかご傾きに対する復元トルクτc1が発生する。左右方向ばね52の回転ばね定数をkとすると、かご傾きθAXが微小量であり、cosθAX1≒1に近似できる場合、乗りかごAXの重心周りの力のモーメントのつり合いの式は下式のようになる。
On the other hand, FIG. 8B shows a state in which the car AX is tilted counterclockwise by θ AX. At this time, the left-right direction springs 52 at the upper left and the lower right of the car AX contract, and the left-right direction springs 52 at the upper right and the lower left expand. As a result, the restoration torque τ c1 with respect to the car inclination is generated in the car AX. Assuming that the rotary spring constant of the left-right direction spring 52 is k, if the car inclination θ AX is a minute amount and can be approximated to cos θ AX1 ≈ 1, the formula for the balance of the force moments around the center of gravity of the car AX is as follows. It will be like.
(式9)(式3)から、FAXrとFAXlとは下式で表される。
(Equation 9) From (Equation 3), FAX r and FAX l are expressed by the following equations.
また、同じAループの乗りかごAYが反時計方向にθAYだけ傾いている場合、乗りかごAXと同様に下記の式が得られる。
Further, when the car AY of the same A loop is tilted by θ AY in the counterclockwise direction, the following equation can be obtained in the same manner as the car AX.
以上の(式10)~(式13)と、シーブ周りの力のモーメントの(式6)(式7)により、乗りかごAXと乗りかごAYが傾いている時の第1モータ12と第2モータ22の間のトルク差Δτは以下である。
Based on the above (Equation 10) to (Equation 13) and (Equation 6) (Equation 7) of the moment of force around the sheave, the first motor 12 and the second motor 12 and the second when the car AX and the car AY are tilted. The torque difference Δτ between the motors 22 is as follows.
よって、定常状態におけるトルク差Δτは乗りかごAXとAYの傾きの差θAY-θAXに比例する。したがって、定常的なトルク差Δτを0にすることで、かごAXとAYの傾きの差を0にすることができる。
Therefore, the torque difference Δτ in the steady state is proportional to the difference θ AY − θ AX of the inclinations of the car AX and AY. Therefore, by setting the steady torque difference Δτ to 0, the difference in inclination between the car AX and AY can be set to 0.
<本実施例によるかご傾きの低減効果>
上記したように、図3で示す本実施例のブロック線図では、第1モータ12のトルク指令値τ1*と第2モータ22のトルク指令値τ2*の差分τerrを取り、各系統の速度制御器の入力にフィードバックするトルク平均化コントローラを適用している。この結果、図3のブロック線図によれば、第1モータトルクτ1と第2モータトルクτ2の差が長期的には0になるように、第1モータ12と第2モータ22が制御される。 <Effect of reducing car tilt by this example>
As described above, in the block diagram of this embodiment shown in FIG. 3, taken torque command value of thefirst motor 12 tau 1 * and the difference tau err torque command value tau 2 * of the second motor 22, each system A torque averaging controller that feeds back to the input of the speed controller is applied. As a result, according to the block diagram of FIG. 3, the first motor 12 and the second motor 22 are controlled so that the difference between the first motor torque τ 1 and the second motor torque τ 2 becomes 0 in the long term. Will be done.
上記したように、図3で示す本実施例のブロック線図では、第1モータ12のトルク指令値τ1*と第2モータ22のトルク指令値τ2*の差分τerrを取り、各系統の速度制御器の入力にフィードバックするトルク平均化コントローラを適用している。この結果、図3のブロック線図によれば、第1モータトルクτ1と第2モータトルクτ2の差が長期的には0になるように、第1モータ12と第2モータ22が制御される。 <Effect of reducing car tilt by this example>
As described above, in the block diagram of this embodiment shown in FIG. 3, taken torque command value of the
トルク平均化コントローラの応答は、各モータの速度制御器の応答に対して十分遅くすることで、速度制御器の応答に影響を及ぼさないように設定するのが好ましい。例えば、トルク平均化コントローラの応答速度を各モータの速度制御器の応答速度の1/10に設定する。
It is preferable to set the response of the torque averaging controller so as not to affect the response of the speed controller by sufficiently slowing the response of the speed controller of each motor. For example, the response speed of the torque averaging controller is set to 1/10 of the response speed of the speed controller of each motor.
また、第1モータ12と第2モータ22の定格トルクをほぼ等しくしたうえでトルク平均化コントローラを適用することで、第1モータ12と第2モータ22の電流値がほぼ等しくなるため、モータを構成するコイルや永久磁石の温度上昇もほぼ等しくなる。第1モータ12と第2モータ22の温度上昇の偏りが生じなくなることで、温度に起因するモータ定数の変化(トルク定数など)が均一になるため、エレベータの制御にとって都合が良い。
Further, by applying the torque averaging controller after making the rated torques of the first motor 12 and the second motor 22 substantially equal, the current values of the first motor 12 and the second motor 22 become almost equal, so that the motor can be used. The temperature rise of the constituent coils and permanent magnets is almost the same. Since the temperature rise of the first motor 12 and the second motor 22 is not biased, the change in the motor constant (torque constant, etc.) due to the temperature becomes uniform, which is convenient for elevator control.
さらに、第1シーブ13と第2シーブ23の径、第1プーリ16と第2プーリ26の径もほぼ同等(例えば、誤差を0.1mm程度)にするとよい。これは、シーブ径やプーリ径が異なるとトルク平均化コントローラによって回転速度に差が生じるため、モータ内部で発生する鉄損や磁石の渦電流損にも差が生まれるためである。
Further, it is preferable that the diameters of the first sheave 13 and the second sheave 23 and the diameters of the first pulley 16 and the second pulley 26 are almost the same (for example, the error is about 0.1 mm). This is because if the sheave diameter and the pulley diameter are different, the torque averaging controller makes a difference in the rotational speed, so that the iron loss generated inside the motor and the eddy current loss of the magnet also make a difference.
シーブ径やプーリ径が異なっている場合、乗りかごAXとAYが徐々に逆方向に傾いていくが、トルク平均化コントローラによってモータトルク差が0になる結果、ガイドローラ50とガイドレール40による回転ばね効果によってかご傾きが0になるように自動的に第1モータ12と第2モータ22の回転速度が調整される。
When the sheave diameter and pulley diameter are different, the car AX and AY gradually tilt in opposite directions, but as a result of the motor torque difference becoming 0 by the torque averaging controller, the rotation by the guide roller 50 and the guide rail 40 The rotation speeds of the first motor 12 and the second motor 22 are automatically adjusted so that the car inclination becomes 0 by the spring effect.
<シーブとプーリの設置高さが系統毎に異なる場合の、本実施例の効果>
次に、シーブとプーリの設置高さが系統毎に異なる場合について示す。 <Effect of this embodiment when the installation heights of the sheave and the pulley are different for each system>
Next, the case where the installation heights of the sheave and the pulley are different for each system will be described.
次に、シーブとプーリの設置高さが系統毎に異なる場合について示す。 <Effect of this embodiment when the installation heights of the sheave and the pulley are different for each system>
Next, the case where the installation heights of the sheave and the pulley are different for each system will be described.
図10Aの始期は、図7Aの終期に相当しており、乗りかごAXとAYの転向動作直後の状態を示している。転向動作直後には、乗りかごAXは、左ロープ端末31lが右ロープ端末31rより2Δuだけ進み、反時計周りに傾いている。また、乗りかごAYは、左ロープ端末31lが右ロープ端末31rよりも2Δdだけ進み、時計周りに傾いている。
The beginning of FIG. 10A corresponds to the end of FIG. 7A, and shows the state immediately after the turning operation of the car AX and AY. Immediately after the turning operation, the left rope terminal 31 l advances by 2 Δ u from the right rope terminal 31 r , and the car AX is tilted counterclockwise. Further, in the car AY, the left rope terminal 31 l advances by 2 Δ d from the right rope terminal 31 r and is tilted clockwise.
図10Aの始期から終期にかけて、乗りかごAXが下降路1Dを下降し、乗りかごAYが上昇路1Uを上昇する間に、図3のトルク平均化コントローラ(または、図5の等価回路)の影響によって、第1モータ12と第2モータ22のトルク差は徐々に減少していき、乗りかごAXが下降路1Dの下端に至り、乗りかごAYが上昇路1Uの上端に至った時にはトルク差が0になるため、(式14)より乗りかごAXと乗りかごAYのかご傾きの差はほぼ0になる。
From the beginning to the end of FIG. 10A, the influence of the torque averaging controller (or the equivalent circuit of FIG. 5) of FIG. 3 while the car AX descends the descending path 1D and the vehicle AY ascends the ascending path 1U. As a result, the torque difference between the first motor 12 and the second motor 22 gradually decreases, and when the car AX reaches the lower end of the descending path 1D and the car AY reaches the upper end of the ascending path 1U, the torque difference increases. Since it becomes 0, the difference between the car inclinations of the car AX and the car AY becomes almost 0 from (Equation 14).
例えば、Δd>Δuである場合、第1ロープ17と第2ロープ27の送り速度がトルク平均化コントローラによって調節されることによって、第2ロープ27に対して第1ロープ17がΔd+Δuだけ進む。したがって、乗りかごAXは右ロープ端末31rの位置が左ロープ端末31lの位置に比べてΔd+Δuだけ下がり、両者の高さの差がΔd-Δuとなる。
同時に、かごAYでは右ロープ端末31rの位置が左ロープ端末31lの位置に比べてΔd+Δuだけ上がり、両者の高さの差がΔd-Δuとなることで、乗りかごAXとAYのかご傾きの方向と大きさが一致する。 For example, when Δ d > Δ u , the feed rates of thefirst rope 17 and the second rope 27 are adjusted by the torque averaging controller, so that the first rope 17 is Δ d + Δ with respect to the second rope 27. Advance only u. Therefore, in the car AX, the position of the right rope terminal 31 r is lowered by Δ d + Δ u compared to the position of the left rope terminal 31 l , and the difference in height between the two is Δ d − Δ u .
At the same time, in the car AY, the position of the right rope terminal 31 r rises by Δ d + Δ u compared to the position of theleft rope terminal 31 l , and the difference in height between the two becomes Δ d − Δ u , so that the car AX And AY's car tilt direction and size match.
同時に、かごAYでは右ロープ端末31rの位置が左ロープ端末31lの位置に比べてΔd+Δuだけ上がり、両者の高さの差がΔd-Δuとなることで、乗りかごAXとAYのかご傾きの方向と大きさが一致する。 For example, when Δ d > Δ u , the feed rates of the
At the same time, in the car AY, the position of the right rope terminal 31 r rises by Δ d + Δ u compared to the position of the
図10Bは、図10Aの後に、さらに転向動作した場合の、乗りかごAXとAYのかご傾きを表している。再度の転向動作により、乗りかごAXでは、左ロープ端末31lが右ロープ端末31rよりも2Δdだけ進むため、結果的に、左ロープ端末31lが右ロープ端末31rよりもΔd+Δu進むことになる。同様に、乗りかごAYでは、左ロープ端末31lが右ロープ端末31rよりも2Δuだけ進むため、結果的に、左ロープ端末31lが右ロープ端末31rよりもΔd+Δu進むことになる。したがって、乗りかごAXは時計周りに、乗りかごAYは反時計周りに、同じ大きさだけ傾くことになる。
FIG. 10B shows the car inclinations of the car AX and AY when the vehicle is further turned after FIG. 10A. Due to the turning operation again, in the car AX, the left rope terminal 31 l advances by 2Δ d from the right rope terminal 31 r , and as a result, the left rope terminal 31 l is Δ d + Δ from the right rope terminal 31 r. u will proceed. Similarly, the car AY, since the left rope terminal 31 l advances only 2.DELTA. U than the right rope terminal 31 r, consequently, that the left rope terminal 31 l progresses delta d + delta u than the right rope terminal 31 r become. Therefore, the car AX is tilted clockwise and the car AY is tilted counterclockwise by the same amount.
図10Cは、図10Bの転向動作のさらに後の状態を示している。ここに示すように、乗りかごAXが上昇路1Uを上昇し、乗りかごAYが下降路1Dを下降している間に、トルク平均化コントローラの影響によって第1モータ12と第2モータ22のトルク差は徐々に減少していき、乗りかごAXが上昇路1Uの上端に至り、乗りかごAYが下降路1Dの下端に至った時にはトルク差が0になるため、(式14)より乗りかごAXと乗りかごAYのかご傾きの差は0になる。この時、第1ロープ17と第2ロープ27の送り速度がトルク平均化コントローラによって調節されることによって、第2ロープ27に対して第1ロープ17がΔd+Δuだけ進む。これによって乗りかごAX、AYともに左右のロープ端末31の高さが等しくなり、かご傾きが0になる。したがって、トルク平均化によって乗りかごAXと乗りかごAYの傾きの差を逐次0にしていくことで、乗りかごAXとAYのかご傾きの絶対値の累積を防止することができる。
FIG. 10C shows a state after the turning motion of FIG. 10B. As shown here, the torque of the first motor 12 and the second motor 22 due to the influence of the torque averaging controller while the car AX goes up the ascending path 1U and the car AY descends the descending path 1D. The difference gradually decreases, and when the car AX reaches the upper end of the ascending road 1U and the car AY reaches the lower end of the descending road 1D, the torque difference becomes 0. Therefore, the car AX from (Equation 14). The difference between the car tilt and the car tilt of the car AY is 0. At this time, the feed rates of the first rope 17 and the second rope 27 are adjusted by the torque averaging controller, so that the first rope 17 advances by Δ d + Δ u with respect to the second rope 27. As a result, the heights of the left and right rope terminals 31 become equal in both the car AX and AY, and the car inclination becomes zero. Therefore, by sequentially setting the difference between the inclinations of the car AX and the car AY to 0 by torque averaging, it is possible to prevent the accumulation of the absolute values of the car inclinations of the car AX and the AY.
本実施例のトルク平均化コントローラ(および、その等価回路)は、かご傾きの累積を防止し、系統間トルク差によって生じる各巻上機の温度上昇のばらつきを抑制する目的で適用される。よって、トルク平均化コントローラには俊敏な応答性は必要ない。例えば、巻上機に必要とされるトルクが急変する加速・減速区間や、転向動作時などにはトルク平均化コントローラの機能を無効化し、乗りかごの走行速度がほぼ一定になった後、すなわち、第1ロープ送り速度v1と第2ロープ送り速度v2がほぼ一定になった後に有効化することでも上記の目的を達成できる。
The torque averaging controller (and its equivalent circuit) of this embodiment is applied for the purpose of preventing the accumulation of the car inclination and suppressing the variation in the temperature rise of each hoist caused by the torque difference between the systems. Therefore, the torque averaging controller does not need agile responsiveness. For example, after the torque averaging controller function is disabled during acceleration / deceleration sections where the torque required for the hoist changes suddenly, or during turning operation, the running speed of the car becomes almost constant, that is, The above object can also be achieved by activating the first rope feed rate v 1 and the second rope feed rate v 2 after they become almost constant.
以上で説明したように、本実施例によれば、シーブ径の誤差、または、シーブや下部プーリの設置高さの誤差によって生じるかご傾きの累積を抑制することができる。また、副次的な効果として、複数台の巻上機の発生トルク差が累積して増加することを抑制できる。
As described above, according to this embodiment, it is possible to suppress the accumulation of the car inclination caused by the error of the sheave diameter or the error of the installation height of the sheave and the lower pulley. Further, as a secondary effect, it is possible to suppress the cumulative increase in the torque difference generated by a plurality of hoisting machines.
次に、図11を用いて、本発明の実施例2に係る巻上機モータ制御システムを説明する。なお、実施例1との共通点は重複説明を省略する。
Next, the hoisting machine motor control system according to the second embodiment of the present invention will be described with reference to FIG. It should be noted that the common points with the first embodiment are omitted.
本実施例では、図11に示すように、第1系統10と第2系統20の各ループを駆動する巻上機およびプーリがそれぞれ2台に分割されており、第1系統10は第1巻上機11αおよび11βによって駆動され、第2系統20は第2巻上機21αおよび21βによって駆動される。なお、図11では、各系統の各ループを駆動する巻上機を2台としているが、3台以上で駆動してもよい。複数の巻上機とすることで、モータ1台あたりの定格トルクを低減でき、小型化できるためエレベータの設置性が向上する。図示していないが、各ループコントローラ61は、各ループに属する巻上機すべてを同時に制御する。この時、各ループの各巻上機には個別に回転速度測定器、速度制御器、電流制御器が構成されている。
In this embodiment, as shown in FIG. 11, the hoisting machine and the pulley for driving each loop of the first system 10 and the second system 20 are each divided into two units, and the first system 10 is the first volume. It is driven by the upper machines 11α and 11β, and the second system 20 is driven by the second winding machines 21α and 21β. In FIG. 11, two hoisting machines are used to drive each loop of each system, but three or more hoisting machines may be used. By using a plurality of hoisting machines, the rated torque per motor can be reduced and the size can be reduced, so that the installability of the elevator is improved. Although not shown, each loop controller 61 simultaneously controls all hoisting machines belonging to each loop. At this time, each hoist of each loop is individually configured with a rotation speed measuring device, a speed controller, and a current controller.
この時、図3で示したトルク平均化制御器は、同一ループを駆動する巻上機であれば、どのような組み合わせであっても適用することができる。例えば、Aループの第1巻上機11αと第1巻上機11βを対象に、図3のトルク平均化コントローラを適用することで、第1巻上機11αと第1巻上機11βのシーブ径差等に起因するトルク差を、センサの追加やメンテナンス項目の増加をせずに低減することができる。
At this time, the torque averaging controller shown in FIG. 3 can be applied to any combination as long as it is a hoist that drives the same loop. For example, by applying the torque averaging controller of FIG. 3 to the first hoisting machine 11α and the first hoisting machine 11β of the A loop, the sheaves of the first hoisting machine 11α and the first hoisting machine 11β are applied. The torque difference caused by the diameter difference or the like can be reduced without adding a sensor or increasing maintenance items.
また、第1巻上機11αと第1巻上機11βのトルク指令値の平均値と、第2巻上機21αと第2巻上機21βのトルク指令値の平均値の差分に対して、図3のトルク平均化コントローラを適用することで、実施例1と同様にかご傾きの累積を防止する効果が得られる。
Further, with respect to the difference between the average value of the torque command values of the first hoisting machine 11α and the first hoisting machine 11β and the average value of the torque command values of the second hoisting machine 21α and the second hoisting machine 21β. By applying the torque averaging controller of FIG. 3, the effect of preventing the accumulation of the car inclination can be obtained as in the first embodiment.
次に、図12を用いて、本発明の実施例3に係る巻上機モータ制御システムを説明する。なお、上記の実施例との共通点は重複説明を省略する。
Next, the hoisting machine motor control system according to the third embodiment of the present invention will be described with reference to FIG. It should be noted that the common points with the above embodiments are omitted.
図12のエレベータは、昇降路の上端に設置した2台の巻上機11α、11βによってロープ17を駆動し、ロープ17の両端に接続した、1台の乗りかご30と釣合い重り70を昇降させるつるべ式エレベータである。なお、図12では、1本のロープ17を駆動する巻上機を2台としているが、3台以上としてもよい。
In the elevator of FIG. 12, the rope 17 is driven by two hoisting machines 11α and 11β installed at the upper end of the hoistway, and one car 30 connected to both ends of the rope 17 and a counterweight weight 70 are raised and lowered. It is a rope type elevator. In FIG. 12, the number of hoisting machines for driving one rope 17 is two, but three or more may be used.
このように複数の巻上機を利用することで、モータ1台あたりの定格トルクを低減でき、小型化できるためエレベータの設置性が向上する。そして、図3で示したトルク平均化制御器を適用することで、巻上機11αと巻上機11βのシーブ径差等に起因するトルク差を、センサの追加やメンテナンス項目の増加をせずに低減することができる。
By using multiple hoisting machines in this way, the rated torque per motor can be reduced and the size can be reduced, improving the installability of the elevator. Then, by applying the torque averaging controller shown in FIG. 3, the torque difference caused by the difference in sheave diameter between the hoisting machine 11α and the hoisting machine 11β is not increased by adding a sensor or increasing maintenance items. Can be reduced to.
なお、本発明は上記した各実施例に限定されるものではなく、様々な変形例が含まれる。例えば、上記した実施例は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも全ての構成を備えるものに限定されるものではない。また、ある実施例の構成の一部を他の実施例の構成に置き換えることが可能であり、また、ある実施例の構成に他の実施例の構成を加えることも可能である。また、各実施例の構成の一部について、他の構成の追加・削除・置換をすることが可能である。
The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.
1…移動路、1U…上昇路、1D…下降路、1T…上部反転路、1B…下部反転路、10…第1系統、11…第1巻上機、12…第1モータ、13…第1シーブ、14…第1ブレーキ、15…第1固定軸、16…第1プーリ、17…第1ロープ、20…第2系統、21…第2巻上機、22…第2モータ、23…第2シーブ、24…第2ブレーキ、25…第2固定軸、26…第2プーリ、27…第2ロープ、30…乗りかご、31…ロープ端末、31l…左ロープ端末、31r…右ロープ端末、40…ガイドレール、50…ガイドローラ、51…前後方向ばね、52…左右方向ばね、60…制御装置、61…ループコントローラ、62…全体コントローラ、70…釣合い重り
1 ... moving path, 1U ... ascending path, 1D ... descending path, 1T ... upper reversing path, 1B ... lower reversing path, 10 ... 1st system, 11 ... 1st winding machine, 12 ... 1st motor, 13 ... 1 sheave, 14 ... 1st brake, 15 ... 1st fixed shaft, 16 ... 1st pulley, 17 ... 1st rope, 20 ... 2nd system, 21 ... 2nd hoisting machine, 22 ... 2nd motor, 23 ... 2nd sheave, 24 ... 2nd brake, 25 ... 2nd fixed shaft, 26 ... 2nd pulley, 27 ... 2nd rope, 30 ... car, 31 ... rope terminal, 31 l ... left rope terminal, 31 r ... right Rope terminal, 40 ... guide rail, 50 ... guide roller, 51 ... front-rear direction spring, 52 ... left-right direction spring, 60 ... control device, 61 ... loop controller, 62 ... overall controller, 70 ... balanced weight
Claims (11)
- 乗りかごの移動路に少なくとも2台の巻上機を設置したエレベータにおける、巻上機モータ制御システムであって、
第1巻上機の第1回転速度を測定する第1測定器と、
第2巻上機の第2回転速度を測定する第2測定器と、
前記第1回転速度と前記第1巻上機のシーブ径に基づいて算出した第1ロープ送り速度と速度指令値の偏差を入力とし、第1トルク指令値を出力とする第1速度制御器と、
前記第2回転速度と前記第2巻上機のシーブ径に基づいて算出した第2ロープ送り速度と速度指令値の偏差を入力とし、第2トルク指令値を出力とする第2速度制御器と、
前記第1トルク指令値に応じて前記第1巻上機のモータに供給する第1モータ電流値を制御する第1電流制御器と、
前記第2トルク指令値に応じて前記第2巻上機のモータに供給する第2モータ電流値を制御する第2電流制御器と、
フィードバック要素と、を備え、
該フィードバック要素は、
前記第1トルク指令値と前記第2トルク指令値の差分、
前記第1巻上機のトルクと前記第2巻上機のトルクの差分、
または、前記第1モータ電流値と前記第2モータ電流値の差分、
のいずれか1つの差分を前記第1速度制御器と前記第2速度制御器に入力することを特徴とする巻上機モータ制御システム。 A hoisting machine motor control system in an elevator with at least two hoisting machines installed in the moving path of the car.
The first measuring instrument that measures the first rotation speed of the first hoisting machine, and
The second measuring instrument that measures the second rotation speed of the second hoisting machine,
A first speed controller that inputs the deviation between the first rotation speed and the sheave diameter of the first hoisting machine and the first rope feed speed and the speed command value, and outputs the first torque command value. ,
A second speed controller that inputs the deviation between the second rotation speed and the second rope feed speed calculated based on the sheave diameter of the second hoisting machine and the speed command value, and outputs the second torque command value. ,
A first current controller that controls the first motor current value supplied to the motor of the first hoisting machine according to the first torque command value, and
A second current controller that controls the second motor current value supplied to the motor of the second hoisting machine according to the second torque command value, and
With feedback elements,
The feedback element is
The difference between the first torque command value and the second torque command value,
The difference between the torque of the first hoisting machine and the torque of the second hoisting machine,
Alternatively, the difference between the first motor current value and the second motor current value,
A hoisting machine motor control system, characterized in that the difference of any one of the above is input to the first speed controller and the second speed controller. - 請求項1に記載の巻上機モータ制御システムにおいて、
前記エレベータは、下降路と下部反転路と上昇路と上部反転路からなる前記移動路内を第1ロープと第2ロープで懸垂された乗りかご対が循環する循環式マルチカーエレベータであり、
前記下降路の上端に配置された前記第1巻上機には、前記第1ロープが巻きかけられ、 前記上昇路の上端に配置された前記第2巻上機には、前記第2ロープが巻きかけられ、 前記乗りかごは、対角の一方に設けた第1ロープ端末を介して前記第1ロープに懸垂され、対角の他方に設けた第2ロープ端末を介して前記第2ロープに懸垂され、
前記乗りかごの側面には、前記下降路と前記上昇路の側面に設置したガイドレールに沿った昇降をガイドするとともに、前記乗りかごの傾きを復元する復元トルクを発生させるガイド装置を設置したことを特徴とする巻上機モータ制御システム。 In the hoist motor control system according to claim 1,
The elevator is a circulation type multicar elevator in which a car pair suspended by a first rope and a second rope circulates in the moving path including a descending path, a lower reversing path, an ascending path, and an upper reversing path.
The first rope is wound around the first hoisting machine arranged at the upper end of the descending path, and the second rope is wound around the second hoisting machine arranged at the upper end of the ascending path. The car is wound and suspended from the first rope via a first rope terminal provided on one of the diagonals, and to the second rope via a second rope terminal provided on the other diagonal. Suspended,
On the side surface of the car, a guide device is installed to guide the ascending / descending along the guide rails installed on the side of the descending road and the ascending road, and to generate a restoring torque to restore the inclination of the car. The hoisting machine motor control system is characterized by. - 請求項1に記載の巻上機モータ制御システムにおいて、
前記エレベータは、下降路と下部反転路と上昇路と上部反転路からなる前記移動路内を第1ロープと第2ロープで懸垂された乗りかご対が循環する循環式マルチカーエレベータであり、
前記下降路の上端に配置された前記第1巻上機と前記第2巻上機には、前記第1ロープが巻きかけられ、
前記乗りかごは、対角の一方に設けた第1ロープ端末を介して前記第1ロープに懸垂され、対角の他方に設けた第2ロープ端末を介して前記第2ロープに懸垂され、
前記乗りかごの側面には、前記下降路と前記上昇路の側面に設置したガイドレールに沿った昇降をガイドするとともに、前記乗りかごの傾きを復元する復元トルクを発生させるガイド装置を設置したことを特徴とする巻上機モータ制御システム。 In the hoist motor control system according to claim 1,
The elevator is a circulation type multicar elevator in which a car pair suspended by a first rope and a second rope circulates in the moving path including a descending path, a lower reversing path, an ascending path, and an upper reversing path.
The first rope is wound around the first hoisting machine and the second hoisting machine arranged at the upper end of the descending path.
The car is suspended from the first rope via a first rope terminal provided on one of the diagonals, and suspended from the second rope via a second rope terminal provided on the other diagonal.
On the side surface of the car, a guide device is installed to guide the ascending / descending along the guide rails installed on the side of the descending road and the ascending road, and to generate a restoring torque to restore the inclination of the car. The hoisting machine motor control system is characterized by. - 請求項1に記載の巻上機モータ制御システムにおいて、
前記エレベータは、下降路と下部反転路と上昇路と上部反転路からなる前記移動路内を第1ロープと第2ロープで懸垂された前記乗りかご対が循環する循環式マルチカーエレベータであり、
前記上昇路の上端に配置された前記第1巻上機と前記第2巻上機には、前記第2ロープが巻きかけられ、
前記乗りかごは、対角の一方に設けた第1ロープ端末を介して前記第1ロープに懸垂され、対角の他方に設けた第2ロープ端末を介して前記第2ロープに懸垂され、
前記乗りかごの側面には、前記下降路と前記上昇路の側面に設置したガイドレールに沿った昇降をガイドするとともに、前記乗りかごの傾きを復元する復元トルクを発生させるガイド装置を設置したことを特徴とする巻上機モータ制御システム。 In the hoist motor control system according to claim 1,
The elevator is a circulation type multicar elevator in which the car pair suspended by the first rope and the second rope circulates in the moving path including a descending path, a lower reversing path, an ascending path, and an upper reversing path.
The second rope is wound around the first hoisting machine and the second hoisting machine arranged at the upper end of the ascending path.
The car is suspended from the first rope via a first rope terminal provided on one of the diagonals, and suspended from the second rope via a second rope terminal provided on the other diagonal.
On the side surface of the car, a guide device is installed to guide the ascending / descending along the guide rails installed on the side of the descending road and the ascending road, and to generate a restoring torque to restore the inclination of the car. The hoisting machine motor control system is characterized by. - 請求項1に記載の巻上機モータ制御システムにおいて、
前記エレベータは、前記移動路である昇降路内を前記乗りかごと釣合い重りが昇降するつるべ式エレベータであり、
前記第1巻上機および前記第2巻上機は前記昇降路の上端に配置され、ロープを巻きかけたものであり、
前記乗りかごは、前記ロープの一端に懸垂されたものであり、
前記釣合い重りは、前記ロープの他端に懸垂されたものであり、
前記乗りかごの側面には、前記昇降路の側面に設置したガイドレールに沿った昇降をガイドするとともに、前記乗りかごの傾きを復元する復元トルクを発生させるガイド装置を設置したことを特徴とする巻上機モータ制御システム。 In the hoist motor control system according to claim 1,
The elevator is a slip-type elevator in which the balance weight moves up and down in the hoistway, which is the moving path.
The first hoisting machine and the second hoisting machine are arranged at the upper end of the hoistway and are wound with a rope.
The car is suspended from one end of the rope.
The counterweight is suspended from the other end of the rope and is suspended from the other end of the rope.
On the side surface of the car, a guide device for guiding the ascent and descent along the guide rail installed on the side surface of the hoistway and generating a restoration torque for restoring the inclination of the car is installed. Hoisting machine motor control system. - 請求項1乃至5の何れか一項に記載の巻上機モータ制御システムであって、
前記第1速度制御器と、前記第2速度制御器と、前記第1電流制御器と、前記第2電流制御器と、前記フィードバック要素を、前向きの伝達関数のみで構成したことを特徴とする巻上機モータ制御システム。 The hoisting machine motor control system according to any one of claims 1 to 5.
It is characterized in that the first speed controller, the second speed controller, the first current controller, the second current controller, and the feedback element are composed only of a forward transfer function. Hoisting machine motor control system. - 請求項1乃至5の何れか一項に記載の巻上機モータ制御システムにおいて、
前記第1巻上機と前記第2巻上機の定格トルクが略等しいことを特徴とする巻上機モータ制御システム。 In the hoisting machine motor control system according to any one of claims 1 to 5.
A hoisting machine motor control system characterized in that the rated torques of the first hoisting machine and the second hoisting machine are substantially equal to each other. - 請求項1乃至5の何れか一項に記載の巻上機モータ制御システムにおいて、
前記第1巻上機と前記第2巻上機のシーブ径が略等しいことを特徴とする巻上機モータ制御システム。 In the hoisting machine motor control system according to any one of claims 1 to 5.
A hoisting machine motor control system characterized in that the sheave diameters of the first hoisting machine and the second hoisting machine are substantially the same. - 請求項1乃至5の何れか一項に記載の巻上機モータ制御システムにおいて、
前記フィードバック要素は、前記第1ロープ送り速度と前記第2ロープ送り速度がほぼ一定になった後に、前記差分を前記第1速度制御器と前記第2速度制御器に入力することを特徴とする巻上機モータ制御システム。 In the hoisting machine motor control system according to any one of claims 1 to 5.
The feedback element is characterized in that the difference is input to the first speed controller and the second speed controller after the first rope feed speed and the second rope feed speed become substantially constant. Hoisting machine motor control system. - 請求項1乃至5の何れか一項に記載の巻上機モータ制御システムにおいて、
前記第1速度制御器と前記第2速度制御器の伝達関数をラプラス領域でGASRとし、
前記フィードバック要素の伝達関数をラプラス領域でGsyncとしたとき、
1+2 GASR Gsync =0の極の実部がすべて負であることを特徴とした巻上機モータ制御システム。 In the hoisting machine motor control system according to any one of claims 1 to 5.
The transfer function of the first speed controller and the second speed controller is defined as G ASR in the Laplace region.
When the transfer function of the feedback element is G sync in the Laplace region,
Hoisting machine motor control system characterized by the fact that all the real parts of the poles of 1 + 2 G ASR G sync = 0 are negative. - 請求項10に記載の巻上機モータ制御システムにおいて、
前記フィードバック要素の応答時定数τsyncは、前記第1速度制御器と前記第2速度制御器の応答時定数τASRに対して、τsync< τASR/10であることを特徴とする巻上機モータ制御システム。 In the hoist motor control system according to claim 10,
The response time constant τ sync of the feedback element is τ sync <τ ASR / 10 with respect to the response time constant τ ASR of the first speed controller and the second speed controller. Machine motor control system.
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