WO2023203622A1

WO2023203622A1 - Car position control device

Info

Publication number: WO2023203622A1
Application number: PCT/JP2022/018085
Authority: WO
Inventors: 英二横山; 俊貴金森; 将史松岡
Original assignee: 三菱電機株式会社
Priority date: 2022-04-18
Filing date: 2022-04-18
Publication date: 2023-10-26

Abstract

Provided is a car position control device which can suppress an error caused by a position pattern. The car position control device controls the position of a car to follow a target position and comprises: a position pattern generation unit which generates a position pattern that represents a temporal transition of the position of the car from after the car starts to move a lifting/lowering distance until the car stops when the car moves the lifting/lowering distance towards a next floor; an error calculation unit which calculates a discretization error generated when the position pattern generating calculation is performed; a correction pattern generation unit which generates an error correction pattern that represents the temporal transition of the car position after the car starts to move the distance of the discretization error calculated by the error calculation unit until the car stops; and a target signal calculation unit which calculates the target position by reflecting the car position output from the position detector when the car stops at the floor prior to the corrected position pattern in which the position pattern overlaps the error correction pattern.

Description

Car position control device

The present disclosure relates to an elevator car position control device.

Patent Document 1 discloses an elevator system. The elevator system includes an APS (Absolute Position Sensor) that is a position detector that constantly detects the absolute position of the car. In this elevator system, car position control can be realized in which a target position of the car is generated and a measured position of the car, which is a detection result of the APS, is made to follow the target position.

Japanese Patent No. 6797742

In the car position control realized by the elevator system described in Patent Document 1, in order to generate the target position of the car, a position pattern that is a time transition of the position from when the car starts moving until it stops is generated. It is necessary to The position pattern is generated by a calculation processor based on software. However, since the position pattern is a function of time, when the position pattern is generated, a discretization error based on the calculation cycle of the processor may occur. For this reason, an error may occur between the moving distance according to the position pattern and the actual lifting distance.

The present disclosure has been made to solve the above problems. An object of the present disclosure is to provide a car position correction device that can suppress errors caused by position patterns.

A car position control device according to the present disclosure is a car position control device that controls the car so that the position of the car output from a position detector that detects the position of the elevator car follows a target position, A position pattern that generates a position pattern in which the time transition of the position of the car from when the car starts moving up and down the distance until it stops when the car moves the up and down distance toward the next floor. a generation unit; an error calculation unit that calculates a discretization error between the distance indicated in the position pattern and the up/down distance, which is an error that occurs when the calculation for generating the position pattern is performed; a correction pattern generation unit that generates an error correction pattern indicating a time transition of the position of the car from when it starts moving to when it stops moving the distance of the discretized error calculated by the error calculation unit; By reflecting the position of the car output from the position detector when the car is stopped at the previous floor in the corrected position pattern in which the position pattern and the error correction pattern are superimposed. , and a target signal calculation unit that calculates the target position.

According to the present disclosure, the target position is calculated based on the corrected position pattern in which the position pattern and the error correction pattern are superimposed. Therefore, errors due to positional patterns can be suppressed.

1 is a diagram illustrating an overview of an elevator system to which a car position correction device according to a first embodiment is applied. FIG. 2 is a block diagram showing a target signal generation section of the car position control device in Embodiment 1. FIG. FIG. 3 is a diagram showing an example of a control mode, a position pattern, and an error correction pattern set by the car position control device in the first embodiment. FIG. 3 is a diagram showing an example of an error correction pattern set by the car position control device in the first embodiment. 3 is a bubble chart for explaining an overview of state transitions of control modes set by the car position control device in Embodiment 1. FIG. 3 is a flowchart for explaining an overview of the operation of the car position control device in Embodiment 1. FIG. 1 is a hardware configuration diagram of a car position control device in Embodiment 1. FIG.

Embodiments for carrying out the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or corresponding parts are given the same reference numerals. Duplicate explanations of the relevant parts will be simplified or omitted as appropriate.

Embodiment 1.
FIG. 1 is a diagram showing an outline of an elevator system to which a car position correction device according to the first embodiment is applied.

In the elevator system 1 in FIG. 1, the configuration surrounded by a broken line 1a is a mechanical configuration. In the elevator system 1, a hoistway 2 passes through each floor of a building (not shown). A machine room (not shown) is provided directly above the hoistway 2. The motor 3a is provided in the machine room. The sheave 3b is connected to the rotating shaft of the motor 3a.

The main rope 4 is wound around the sheave 3b. The car 5 is provided inside the hoistway 2. The car 5 is suspended on one side of the main rope 4. The counterweight 6 is provided inside the hoistway 2. A counterweight 6 is suspended from the other side of the main rope 4.

The elevator system 1 further includes an angle detector 7, a position detector 8, and a control panel 9.

The angle detector 7 is attached to the motor 3a. For example, the angle detector 7 is an encoder (ENC). Angle detector 7 detects the rotation angle of the rotation shaft of motor 3a. The angle detector 7 outputs a signal corresponding to the detected rotation angle.

For example, the position detector 8 is provided in the car 5. The position detector 8 can detect the absolute position of the car 5 in the hoistway 2 at all times. For example, the position detector 8 detects the absolute position of the car 5 by reading a detected object (not shown) provided from the upper end to the lower end of the hoistway 2 . The absolute position of the car 5 is the height of the car 5 in the hoistway 2. Note that the absolute position of the car 5 can also be expressed as the relative position of the car 5 with respect to the building. The position detector 8 is also called APS. The position detector 8 outputs a signal indicating the detected absolute position of the car 5.

The control panel 9 is provided in the machine room. The control panel 9 is electrically connected to the motor 3a. The control panel 9 can control the elevator system 1 as a whole.

When the car 5 normally operates, the control panel 9 supplies a drive current to the motor 3a. The motor 3a rotates a rotating shaft according to the drive current. The sheave 3b rotates in synchronization with the rotating shaft of the motor 3a. The main rope 4 moves following the rotation of the sheave 3b. The car 5 and the counterweight 6 follow the movement of the main rope 4 and move up and down in opposite directions. The angle detector 7 inputs into the control panel 9 an angle signal _θm indicating the rotation angle of the rotation shaft of the motor 3a. The position detector 8 creates a car position signal x _car indicating the absolute position of the car 5 and inputs it to the control panel 9 . At this time, for example, the position detector 8 creates a car position signal x _car at a cycle shorter than the internal calculation cycle of the control panel 9 and inputs it to the control panel 9.

The control panel 9 controls the speed and position of the car 5 using at least one of the input angle signal θ _m and the car position signal x _car . The control panel 9 controls the speed of the car 5 based on a plurality of control modes when moving the car 5 from one floor to the next floor. For example, the speed of the car 5 is controlled by switching between modes such as a constant acceleration mode in which the acceleration is a constant value, a constant velocity mode in which the speed is a constant value, and the like. For example, when the car 5 lands at a landing position in a landing (not shown), the control panel 9 controls the car 5 to land at the landing position.

The control panel 9 includes a car position control device 10 as a device for controlling the position of the car 5.

For example, the car position control device 10 is composed of elements provided within an electric board. Each element executes processing by a processor included in an arithmetic processing circuit. Note that each element may include a processing circuit that does not have an arithmetic function. The car position control device 10 is electrically connected to the motor 3a.

The car position control device 10 generates a target position for the car 5. A signal indicating the absolute position of the car 5 is inputted to the car position control device 10 from the position detector 8 . The car position control device 10 controls the motor 3a so that the absolute position of the car 5 follows the target position. Specifically, the car position control device 10 generates the speed target signal v _ref through position control processing of the car 5 . The car position control device 10 generates a torque current target signal iq _{v_cont} that follows the speed target signal v _ref by performing speed control processing for the car 5 . The car position control device 10 supplies a drive current to the motor 3a according to the torque current target signal iq _{v_cont} .

The car position control device 10 includes a speed calculation section 11 , a first subtraction section 12 , a speed control section 13 , a current measurement section 14 , a current control section 15 , a target signal generation section 16 , a second subtraction section 17 , and a car position control section 18 Equipped with.

The speed control process is mainly performed by the speed calculation section 11, the first subtraction section 12, the speed control section 13, the current measurement section 14, and the current control section 15.

An angle signal θ _m from the position detector 8 is input to the speed calculation unit 11 . The speed calculating section 11 calculates the angular speed of the motor 3a from the angle signal _θm , and generates an angular speed signal. The speed calculation unit 11 generates and outputs a speed signal v _m of the car 5 indicating the speed of the car 5 from the angular velocity signal.

For example, the first subtraction unit 12 is a subtracter that performs subtraction processing on an input signal. The speed target signal v _ref is input to the first subtractor 12 . The speed signal v _m is inputted to the first subtraction section 12 from the speed calculation section 11 . The first subtractor 12 subtracts the speed signal v _m from the speed target signal v _ref and outputs a speed error signal v _err . The speed error signal v _err indicates the difference between the target speed and the actual speed of the car 5.

A speed error signal v _err is inputted to the speed control section 13 from the first subtraction section 12 . The speed control unit 13 generates and outputs a speed control signal iq _{v_cont} based on the speed error signal v _err . The speed control signal iq _{v_cont} is a signal calculated so that the difference indicated by the speed error signal v _err falls within a reference value. The speed control signal iq _{v_cont} is the same as the torque current target signal iq _{v_cont} . At this time, the speed control unit 13 controls the speed control signal iq _{v_cont} by performing proportional calculation, integral calculation, and differential calculation so that the speed of the car 5 satisfies various operating conditions such as a stable value. generate.

The current measurement unit 14 is a current sensor. The current measurement section 14 is electrically connected between the motor 3a and the current control section 15. The current measurement section 14 measures the value of the current flowing between the motor 3a and the current control section 15, and outputs the measurement result. For example, the current measurement unit 14 outputs a drive current signal iq indicating a q-axis current value among the measured current values.

A torque current target signal iq _{v_cont} , which is a speed control signal iq _{v_cont} , is input to the current control unit 15. A drive current signal iq is input to the current control section 15 from the current measurement section 14 . The current control unit 15 supplies a drive current to the motor 3a so that the drive current signal iq follows the speed control signal iq _{v_cont} .

In this manner, in the speed control process, control is achieved such that the speed signal v _m of the car 5 follows the speed target signal v _ref while the speed error signal v _err remains within the reference value.

The position control process is mainly performed by the target signal generation section 16, the second subtraction section 17, and the car position control section 18.

The functions of the target signal generation section 16 are realized by executing software for the functions through calculations by a processor. A car position signal x _car from the position detector 8 is input to the target signal generation section 16 . The floor position signal x _tgt is input to the target signal generation unit 16 . The floor position signal _xtgt is a signal indicating the position of the destination floor of the car 5. The floor position signal x _tgt is generated by a control system device higher than the car position control device 10 inside the control panel 9 . For example, when the car 5 is stopped at a certain floor, the next floor position signal x _tgt of the car 5 is generated and input to the target signal generation section 16 . The target signal generation unit 16 generates and outputs a car position target signal x _ref using the car position signal x _car and floor position signal x _tgt . At this time, the target signal generation unit 16 corrects the discretization error caused by the arithmetic processing cycle on the software, and generates the car position target signal x _ref in which the correction is reflected.

The second subtractor 17 is a subtracter that performs subtraction processing on the input signal. The car position target signal x _ref is input to the second subtractor 17 from the target signal generator 16 . A car position signal x _car from the position detector 8 is input to the second subtractor 17 . The second subtraction unit 17 subtracts the car position signal x _car from the car position target signal x _ref and outputs a car position error signal x _err . The car position error signal x _err indicates the difference between the target position and the actual absolute position of car 5.

The car position error signal x _err is input to the car position control unit 18 from the second subtraction unit 17 . The car position control unit 18 generates a car position control signal x _cont based on the car position error signal x _err . The car position control signal x _cont is a signal calculated so that the car position error signal x _err converges to zero. Note that the car position control section 18 generates the car position control signal x _cont as a speed target signal v _ref and inputs it to the first subtraction section 12 . That is, the car position control section 18 generates the car position control signal x _cont having signal characteristics similar to those of the speed target signal v _ref .

In this way, in the position control process, control is achieved such that the car position error signal x _err converges to zero, that is, the car position signal x _car follows the car position target signal x _ref . At this time, the car position control signal x _cont is input to the speed control process as the speed target signal v _ref . In this case, the car position control device 10 performs control so that the car position error signal x _err converges to zero. Therefore, the car position signal x _car follows the car position target signal x _ref without error. For example, in the elevator system 1, errors in the landing position caused by disturbances such as friction acting on the car 5, expansion and contraction of the rope, etc. are suppressed. Note that this control is a type 1 position control loop. Therefore, even if a delay in detecting the absolute position of the car 5 occurs, an increase in control deviation is suppressed.

Next, the target signal generation section 16 will be explained using FIG. 2.
FIG. 2 is a block diagram showing a target signal generation section of the car position control device in the first embodiment.

As shown in FIG. 2, the target signal generation section 16 includes a signal holding section 161, a third subtraction section 162, a transition time calculation section 163, a position pattern generation section 164, an error calculation section 165, a correction pattern generation section 166, and a target A signal calculation section 167 is provided.

The signal holding section 161 has a sample and hold function. A car position signal x _car is input to the signal holding unit 161 . When the car 5 (not shown in FIG. 2) is stopped at the landing position, the signal holding unit 161 holds the car position signal x _car at the landing position. The signal holding unit 161 holds the value of the car position signal x _car at the previous landing position until the car 5 arrives at the next landing position. The signal holding unit 161 outputs the held value as an initial car position signal x _ini indicating the position of the car 5.

For example, the third subtraction unit 162 is a subtracter that performs subtraction processing on the input signal. The third subtraction unit 162 receives the initial car position signal x _ini from the signal holding unit 161 . Before the car 5 starts moving to the next floor, the next floor position signal x _tgt indicating the landing position on the next floor is input to the third subtractor 162. When the next floor position signal x _tgt is input, the third subtraction unit 162 subtracts the initial car position signal x _ini from the next floor position signal x _tgt , and outputs the ascending/descending distance signal x _dis . The ascending/descending distance signal x _dis indicates the distance that the car 5 moves when moving to the next floor.

The vertical distance signal x _dis is input to the transition time calculation unit 163 from the third subtraction unit 162 . When the ascending/descending distance signal x _dis is input, the transition time calculation unit 163 determines the time of transition from one control mode A to the next control _mode B for a plurality of control modes of the car 5 based on the ascending/descending distance signal x dis. A transition time T _AB is calculated. At this time, the transition time calculation unit 163 calculates each transition time set including a plurality of transition times necessary for transitioning between a plurality of control modes. The transition time calculation unit 163 outputs a signal indicating a set of transition times.

A signal indicating a set of transition times is input to the position pattern generation unit 164 from the transition time calculation unit 163. When the signal is input, the position pattern generation unit 164 generates and outputs a position pattern based on the set of transition times. The position pattern is a change in the position of the car 5 over time from when the car 5 starts moving up and down the distance until it stops. For example, the position pattern is expressed by a numerical value corresponding to the position of car 5 at a certain time. The position of the car 5 is a relative position with respect to the position of the departure floor. The start time of the position pattern is set to the time when the car 5 starts moving. The start time is the first transition time included in the transition times. The end time of the position pattern is the expected time when the car 5 will arrive at the next floor position. The end time is the last transition time included in the set of transition times.

A signal indicating a set of transition times is input to the error calculation unit 165 from the transition time calculation unit 163. When the signal is input, the error calculation unit 165 calculates the value of the discretization error. The discretization error is a distance error that may occur when a position pattern is generated, depending on the calculation cycle of the processing circuit, the sampling cycle of each numerical value, the numerical processing method employed in the calculation, and the like. The discretization error is an error caused by the discretization process executed during the calculation. The distance indicated by the discretization error indicates the difference between the distance that the car 5 moves according to the position pattern generated by the position pattern generation unit 164 and the inter-floor distance indicated by x _dis . The error calculation unit 165 outputs a signal indicating the discretization error.

A signal indicating a set of transition times is input to the correction pattern generation unit 166 from the transition time calculation unit 163. A signal indicating a discretization error is input to the correction pattern generation unit 166 from the error calculation unit 165. The correction pattern generation unit 166 generates and outputs an error correction pattern based on the set of transition times and the discretization error. Similar to the position pattern, the error correction pattern is the time transition of the position of the car 5 from when the car 5 starts moving by the distance of the discretized error until it stops. For example, the error correction pattern is expressed by a numerical value corresponding to the position of the car 5 at a certain time. The position of the car 5 is a relative position with respect to 0. The error correction pattern is a pattern for correcting discretization errors.

The initial car position signal x _ini is input to the target signal calculation unit 167 from the signal holding unit 161 . A signal indicating a position pattern is input to the target signal calculation unit 167 from the position pattern generation unit 164. A signal indicating an error correction pattern is input to the target signal calculation section 167 from the correction pattern generation section 166. Note that a signal indicating the position of the car 5 shown in the position pattern and a signal indicating the position of the car 5 shown in the error correction pattern at a certain time may be input to the target signal calculation unit 167.

The target signal calculation unit 167 superimposes the position pattern and the error correction pattern to generate a corrected position pattern. The corrected position pattern is a position pattern in which the position of the car 5 shown in the position pattern is corrected by the position of the car 5 shown in the error correction pattern. The target signal calculation unit 167 adds the initial car position signal x _ini to the position of the car 5 shown in the corrected position pattern. The target signal calculation unit 167 generates and outputs a signal indicating the position where the initial car position signal x _ini is added to the corrected position pattern as a car position target signal x _ref every prescribed period. For example, the prescribed cycle is a calculation cycle of processing performed by the target signal generation unit 16.

Next, the principle of the discretization error calculated by the error calculation unit 165 will be explained.

The process of generating a position pattern is realized by a processor executing a program included in software. The processor performs execution processing every specific calculation cycle. The position pattern is a function of time, and the calculation period is considered a sampling period, so a sampling error with respect to an ideal value may occur in the calculation of the position pattern. In addition, the numbers used in the calculation and the numbers indicating the result of the calculation are rounded off to the nearest whole number so that they become the specified significant figures. In particular, the transition time value may be converted into an integer. Therefore, the generated position pattern may include quantization errors. Therefore, the position pattern may include discretization errors including such sampling errors and quantization errors.

For example, the influence of the discretization error is most noticeable when the position pattern is calculated in the constant velocity mode i in which the velocity of the car 5 takes the maximum value. The total moving distance x _{mode_i} of the car 5 in the constant speed mode i is represented by (1) below.

In equation (1), v _max is the maximum speed of car 5 in constant speed mode i. T _ij is the time of transition from constant velocity mode i to the next mode j. T _hi is the time at which the mode h before the constant velocity mode i transitions to the constant velocity mode i.

For example, when software performs an integer type operation instead of a floating point type, T _ij and T _hi are calculated as integer values. In this case, the term (T _ij −T _hi ) in equation (1) may include a discretization time error. This is due to the difference between the true values of T _ij and T _hi and the integer values. If the discretized time error that is the difference is Δt _{e_i} , the calculation result of the total moving distance x _{mode_i} in constant velocity mode i is the individual discretized error x _{e_i} with respect to the true value that the car 5 should move in mode i. The value includes. The individual discretization error x _{e_i} is expressed by the following equation (2).

Such individual discretization errors may occur in each of a plurality of control modes in the position pattern. The individual discretization error can be calculated from the time that the corresponding control mode lasts. The discretization error x _e is the sum of individual discretization errors occurring in a plurality of control modes. That is, the discretization error x _e is a discretization error included in the entire position pattern.

The error calculation unit 165 calculates a discretization error corresponding to a certain position pattern from a set of transition times based on the above principle.

Next, the relationship among the plurality of control modes, position patterns, and error correction patterns will be explained using FIG. 3.
FIG. 3 is a diagram showing an example of a control mode, a position pattern, and an error correction pattern set by the car position control device in the first embodiment.

(a) in FIG. 3 represents the relationship between multiple control modes and transition times. That is, (a) of FIG. 3 shows the time transition of a plurality of control modes. The vertical axis is the mode number of the control mode. The horizontal axis is time. Here, the horizontal time axis includes both time T [s: seconds] corresponding to the position pattern and time T' [s: seconds] corresponding to the error correction pattern. Time 0, which is the starting point of time T and time T', is the same timing.

FIG. 3(b) represents the relationship between the acceleration of the car 5 and time. That is, FIG. 3(b) shows an acceleration pattern that is a time course of the acceleration of the car 5. The vertical axis is the acceleration of the car 5. The horizontal axis is time T corresponding to the position pattern.

(c) of FIG. 3 represents the relationship between the speed of the car 5 and time. That is, FIG. 3(c) shows a speed pattern that is the time course of the speed of the car 5. The vertical axis is the speed of car 5. The horizontal axis is time T corresponding to the position pattern.

FIG. 3(d) is a position pattern. The vertical axis is a numerical value indicating the position of the car 5. The horizontal axis is time T corresponding to the position pattern.

FIG. 3(e) is an error correction pattern. The vertical axis is a numerical value indicating the position of the car 5. The horizontal axis is time T' corresponding to the error correction pattern.

For example, the speed value at each time in the speed pattern corresponds to a value obtained by differentiating the position pattern at each time. The acceleration value at each time in the acceleration pattern corresponds to a value obtained by differentiating the velocity pattern at each time.

Next, each of the plurality of control modes will be explained.

Mode 0 is a mode in which the car 5 is stopped at a certain floor position. At time T ₀₁ when car 5 departs from the floor, mode 0 transitions to mode 1.

Mode 1 is an acceleration jerk mode. Jerk is the amount of change in acceleration over time. Jerk is also expressed as jump or jerk. In mode 1, the jerk is a constant positive value. In mode 1, the acceleration of car 5 increases in proportion to time. Mode 1 continues until time _T12 , when the specified maximum acceleration is reached.

At time _T12 , mode 1 transitions to mode 2. Mode 2 is a constant acceleration mode. In mode 2, the jerk is zero. The acceleration takes a constant value at the maximum acceleration. The speed of car 5 increases proportionally with time.

At time _T23 , mode 2 transitions to mode 3. Mode 3 is an accelerated rounding mode. In mode 3, the jerk is a constant negative value. The acceleration decreases from the maximum acceleration. Mode 3 continues until time _T34 when the acceleration becomes zero.

At time _T34 , mode 3 transitions to mode 4. Mode 4 is a constant velocity mode. In mode 4, the velocity takes a constant value at the maximum velocity v _max .

At time _T45 , mode 4 transitions to mode 5. Mode 5 is a deceleration rounding mode. In mode 5, the jerk is a constant negative value. Acceleration decreases from 0. The speed decreases from the maximum speed. Mode 5 continues until time T ₅₆ , when the specified minimum acceleration is reached.

At time _T56 , mode 5 transitions to mode 6. Mode 6 is a constant acceleration mode of deceleration. In mode 5, the jerk is zero. The acceleration takes a constant value at the minimum acceleration. The speed of car 5 decreases in proportion to time.

At time _T67 , mode 6 transitions to mode 7. Mode 7 is the landing jerk mode. In mode 7, the jerk is a constant positive value. The acceleration increases from the minimum acceleration towards zero. The speed of car 5 decreases slowly. Mode 7 continues until time _T70 when the speed of car 5 becomes zero. That is, at time _T70 , the car 5 reaches the landing position of the next destination floor and stops.

From mode 1 until mode 7 ends, the position pattern changes as shown in (d). As shown in FIG. 3, the acceleration, velocity, and position in each mode all change continuously. In particular, the acceleration changes continuously. That is, the acceleration does not take discontinuous values at each transition time. Therefore, the waveforms indicated by the speed and position change continuously and smoothly without any step at any time. A comfortable ride can be provided to the passengers of car 5. The position pattern is generated based on a calculation rule in which acceleration, velocity, and position take into account the waveforms shown in FIG. 3. For example, the position pattern is a cubic function with time as a parameter.

The transition time calculation unit 163 calculates each transition time based on the vertical distance that the car 5 moves. At this time, the transition time calculation unit 163 calculates each transition time so that a position pattern can be generated based on the calculation rule.

In the example shown in FIG. 3, mode 8 is a control mode that shows an error correction pattern. Mode 8 is executed in parallel with Mode 1 to Mode 7, which are position pattern control modes. Mode 8 begins at time T ₀₈ between time T ₃₄ and time T ₄₅ . Mode 8 continues until time T ₈₀ , which is the same as time T ₇₀ . That is, while mode 8 is being executed, modes 5 to 7 are executed. The time period from mode 5 to mode 7 is a time period in which acceleration is negative as a deceleration range, and is a time period in which speed changes. For example, mode 8 is executed during a time period when the acceleration changes in the position pattern. Note that mode 8 may be executed during the time period of the acceleration range, which is the time period of mode 1 to mode 3. Moreover, mode 8 may be executed in any time period other than the time period of the acceleration/deceleration range indicating the deceleration range or the acceleration range.

Time T ₀₈ is set to a time that is a correction time T _cr back from time T ₇₀ . The correction time T _cr is the total time for executing the error correction pattern. The correction pattern generation unit 166 generates the correction time T _cr at a time when time T ₀₈ is immediately before time T ₄₅ so that mode 8 is executed during the time period shown in FIG. 3 .

The target signal calculation unit 167 generates a corrected position pattern by superimposing the waveform of the position pattern and the waveform of the error correction pattern.

Next, the error correction pattern will be explained using FIG. 4.
FIG. 4 is a diagram showing an example of an error correction pattern set by the car position control device in the first embodiment.

FIG. 4 shows the waveform of the time course of each numerical value in the error correction pattern.

FIG. 4(a) shows the relationship between the jerk of the car 5 and time in the error correction pattern. That is, (a) of FIG. 4 shows a jerk pattern that is a temporal change in jerk of car 5. The vertical axis is the jerk of car 5 in the error correction pattern. The horizontal axis is time T' corresponding to the error correction pattern.

FIG. 4(b) shows an acceleration pattern that is the time course of the acceleration of the car 5. The vertical axis is the acceleration of the car 5 in the error correction pattern. The horizontal axis is time T' corresponding to the error correction pattern.

FIG. 4(c) shows a speed pattern that is the time course of the speed of the car 5. The vertical axis is the speed of the car 5 in the error correction pattern. The horizontal axis is time T' corresponding to the error correction pattern.

FIG. 4(d) is an error correction pattern. The vertical axis is a numerical value indicating the position of the car 5 in the error correction pattern. The horizontal axis is time T' corresponding to the error correction pattern.

The correction pattern generation unit 166 calculates the jerk value J _e of the error correction pattern from the discretization error x _e and the correction time T _cr . For example, the correction pattern generation unit 166 calculates the jerk value J _e based on the following equation (3).

Note that the jerk value J _e does not have to be the value shown by equation (3) as long as time integration is possible.

The correction pattern generation unit 166 generates a jerk waveform that causes the jerk value to transition only in a prescribed section. The correction pattern generation unit 166 generates a waveform at the position of the error correction pattern by performing third-order time integration on the jerk waveform in each section. Note that with respect to time, acceleration and velocity are the first-order integral value of jerk and the second-order integral value of jerk, respectively.

Since the error correction pattern is calculated as the third-order integral value of the jerk waveform, the acceleration, velocity, and position in each mode all change continuously. In particular, the acceleration changes continuously. That is, the acceleration does not take discontinuous values between sections. Therefore, similarly to the position pattern, the waveforms indicated by the velocity and position change continuously and smoothly without any step at any time within the defined time range.

Further, the function of the acceleration pattern, which is a second-order differentiated function of the error correction pattern, is set so that the value becomes zero at both ends of the defined time range. That is, the integral constant when the jerk waveform is first-order integrated is set as zero, and the boundary condition of the acceleration pattern is set as zero. Therefore, the acceleration of the error correction pattern does not change discontinuously within the defined time range.

In this example, the jerk waveform changes in four steps in the form of a rectangular wave. Mode 8 is divided into four sections from the first section to the fourth section. The times of the four sections are each a quarter of the correction time T _cr .

The first section is a time period from time _T08 to time _t1 . In the first section, the jerk becomes the maximum jerk value +J _e . The second section is a time period from time _t1 to time _t2 . In the second interval, the jerk becomes the minimum jerk value -J _e . The third section is a time period from time _t2 to time _t3 . In the third interval, the jerk becomes the minimum jerk value -J _e . The fourth section is a time period from time _t3 to time _T80 . In the fourth section, the jerk becomes the maximum jerk value +J _e . The fourth section ends at time _T80 , and the jerk becomes 0.

Based on the jerk waveform set as described above, an error correction pattern having a time-varying waveform as shown in FIG. 4 is generated.

Next, an example of state transition of the control mode will be explained using FIG. 5.
FIG. 5 is a bubble chart for explaining an overview of state transitions of control modes set by the car position control device in the first embodiment.

The bubble chart shown in FIG. 5 corresponds to the example shown in FIGS. 3 and 4. "Stand by" means mode 0, which is a standby state.

In this example, the state transition of the control mode is set such that state transition A shown by the outer annular body in FIG. 5 and state transition B shown by the inner annular body coexist. State transition A and state transition B are independent of each other. State transition A is a bubble chart corresponding to a position pattern. State transition B is a bubble chart corresponding to the error correction pattern.

In state transition A, the number of modes, which is the number of states, is eight. At time _T01 , the control mode transitions from the standby state to mode 1. For example, time T ₀₁ is the time when a command to generate a position pattern is issued to the car position control device 10 from a control command system higher than the car position control device 10 . After mode 1, the control modes sequentially transition to mode 7. Thereafter, the control mode transitions from mode 7 to the standby state at time _T70 .

In state transition B, the number of modes, which is the number of states, is two. At time _T08 on the time axis T', the control mode of the error correction pattern transitions from the standby state to mode 8. Thereafter, at time _T80 , the control mode transitions from mode 8 to the standby state. At this time, mode 8 transitions independently of state transition A.

Note that in the examples shown in FIGS. 3 to 5, time T ₈₀ coincides with time T ₇₀ , but mode 8 may transition from the standby state at any time period included in state transition A. This is because the error correction pattern realized in mode 8 is generated as a pattern that does not generate unnecessary vibrations of the car 5 by itself. For example, time T ₀₈ may coincide with time T ₀₁ . That is, the mode may be changed to mode 8 in a state where the car 5 is accelerating immediately after starting.

Next, the processing operation for generating the car position target signal x _ref will be explained using FIG. 6.
FIG. 6 is a flowchart for explaining an overview of the operation of the car position control device in the first embodiment.

For example, the flowchart in FIG. 6 starts when a command to generate a position pattern is generated from a higher order command type.

In the process of step S1, a floor position signal x _tgt indicating a target floor position is input to the target signal generation unit 16 of the car position control device 10. The target signal generation unit 16 calculates the vertical distance. The target signal generation unit 16 calculates a set of transition times.

After that, the process of step S2 is performed. In step S2, the target signal generation unit 16 calculates a discretization error corresponding to the position pattern.

After that, the process of step S3 is performed. The target signal generation unit 16 initializes the processing time of the position pattern. Specifically, the target signal generation unit 16 sets the time T corresponding to the position pattern to 0.

After that, the process of step S4 is performed. The target signal generation unit 16 initializes the processing time of the error correction pattern. Specifically, the target signal generation unit 16 sets time T' corresponding to the error correction pattern to zero.

Thereafter, the processing in which state transition A for the position pattern is performed and the processing in which state transition B is performed for the error correction pattern diverge. The process in which state transition A is performed corresponds to steps S5 to S8. The process in which state transition B is performed corresponds to steps S9 to S11. Note that each process from step S5 to S11 is performed every calculation cycle of the processor of the car position control device 10.

After the process of step S4 is performed, the process of step S5 is performed. In step S5, a variable T, which is the position pattern processing time, is counted up. Specifically, the time when 1 is added to T becomes the next variable T.

After that, the process of step S6 is performed. In step S6, the target signal generation unit 16 generates a position pattern.

Thereafter, the process of step S7 is performed. In step S7, the target signal generation unit 16 generates and outputs a car position target signal x _ref , which is obtained by adding the initial car position signal x _ini to the superposition of the position pattern and the error correction pattern.

After that, the process of step S8 is performed. In step S8, the target signal generation unit 16 determines whether the variable T is equal to or greater than the value of time _T70 , which is the end time of the position pattern.

In step S8, if the variable T is smaller than the value at time _T70 , the processes from step S5 onwards are performed. That is, the processing from steps S5 to S8 is looped.

In step S8, if the variable T is equal to or greater than the value at time _T70 , the target signal generation unit 16 ends the process in which state transition A is performed.

In this way, in steps S5 to S8, a position pattern waveform is generated. Further, in steps S5 to S8, a waveform indicating the time course of the car position target signal x _ref is generated.

Furthermore, after the process in step S4 is performed, the process in step S9 is performed. In step S9, a variable T', which is the processing time of the error correction pattern, is counted up. Specifically, the time when 1 is added to T' becomes the next variable T'.

After that, the process of step S10 is performed. Note that the process in step S10 is started and completed before the process in step S7. In step S10, the target signal generation unit 16 generates an error correction pattern. The error correction pattern is used in the process of step S7.

After that, the process of step S11 is performed. In step S11, the target signal generation unit 16 determines whether the variable T' is equal to or greater than the value of time _T80 , which is the end time of the error correction pattern.

In step S11, if the variable T' is smaller than the value at time _T80 , the processes from step S9 onwards are performed. That is, the processing from steps S9 to S11 is looped.

In step S11, if the variable T' is equal to or greater than the value at time _T80 , the target signal generation unit 16 ends the process in which state transition B is performed.

According to the first embodiment described above, the car position control device 10 performs control to cause the position of the car 5 detected by the APS, which is the position detector 8, to follow the target position. The car position control device 10 includes a position pattern generation section 164, an error calculation section 165, a correction pattern generation section 166, and a target signal calculation section 167. The car position control device 10 calculates a discretization error that occurs when generating a position pattern before a target position is generated. The car position control device 10 reflects the discretization error when generating the target position from the position pattern. At this time, the car position control device 10 generates an error correction pattern based on the discretization error and superimposes it on the position pattern. The car position control device 10 generates a target position by reflecting the position of the car 5 on the previous floor in the corrected position pattern that is the superimposed result. Therefore, errors due to positional patterns can be suppressed. In particular, when applied to a car position control device in which arithmetic processing is performed in integer type rather than floating point type due to processor performance, the error can be effectively suppressed. As a result, the accuracy of position control of the car 5 can be improved. Furthermore, the error correction pattern is not executed temporally before or after the position pattern, but is superimposed on the position pattern. Therefore, it is possible to suppress an increase in the travel time of the car 5 due to the correction of the discretization error. As a result, passenger convenience is improved.

Additionally, the error correction pattern is a function of time. The acceleration pattern obtained by second-order differentiation of the function of the error correction pattern is continuous at any time in the defined time range. The acceleration pattern has a value of zero at both ends of the defined time range. That is, in the error correction pattern, the time transition of acceleration becomes a smooth waveform that does not change discontinuously. When the time course of acceleration changes discontinuously, dominant car vibrations that can be felt by passengers occur in the car 5, and the ride comfort of the car 5 deteriorates. In this case, passengers feel anxious. The error correction pattern according to the present disclosure can suppress the occurrence of such deterioration of ride comfort.

Additionally, the position pattern and error correction pattern are functions of time. The position pattern has an acceleration range that is a time period in which the acceleration value is not zero, and an acceleration/deceleration range that is a deceleration range. The time range of the error correction pattern is defined to include the time period of the acceleration range or deceleration range. That is, the movement for correcting the discretization error is executed in parallel while the car 5 is accelerating or decelerating. Therefore, compared to the case where the movement for correcting the discretization error is executed separately from the position pattern, the moving time of the car 5 can be shortened. Furthermore, the car 5 needs to be accelerated and decelerated in the error correction pattern for correcting the discretization error. By performing acceleration and deceleration in the error correction pattern in the acceleration range or deceleration range, the acceleration and deceleration in the error correction pattern are masked by the acceleration and deceleration in the position pattern. That is, it is possible to prevent passengers from feeling acceleration and deceleration in the error correction pattern. As a result, deterioration in the ride comfort of the car 5 due to the error correction pattern can be suppressed.

Note that the waveform of the error correction pattern does not have to be the waveform shown in FIG. 4 as long as it does not induce vibrations of a specified level or higher in the car 5.

Next, an example of hardware constituting the car position control device 10 will be explained using FIG. 7.
FIG. 7 is a hardware configuration diagram of the car position control device in the first embodiment.

Each function of the car position control device 10 can be realized by a processing circuit. For example, the processing circuit includes at least one processor 100a and at least one memory 100b. For example, the processing circuitry includes at least one dedicated hardware 200.

When the processing circuit includes at least one processor 100a and at least one memory 100b, each function of the car position control device 10 is realized by software, firmware, or a combination of software and firmware. At least one of the software and firmware is written as a program. At least one of software and firmware is stored in at least one memory 100b. At least one processor 100a realizes each function of the car position control device 10 by reading and executing a program stored in at least one memory 100b. At least one processor 100a is also referred to as a central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, or DSP. For example, the at least one memory 100b is a non-volatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, EEPROM, etc., a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, a DVD, etc.

If the processing circuitry comprises at least one dedicated hardware 200, the processing circuitry may be implemented, for example, in a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. Ru. For example, each function of the car position control device 10 is realized by a processing circuit. For example, each function of the car position control device 10 is realized by a processing circuit.

A part of each function of the car position control device 10 may be realized by dedicated hardware 200, and other parts may be realized by software or firmware. For example, the functions of the current control section 15 are realized by a processing circuit as dedicated hardware 200, and functions other than the functions of the current control section 15 are realized by at least one processor 100a using a program stored in at least one memory 100b. It may also be realized by reading and executing.

In this way, the processing circuit realizes each function of the car position control device 10 using the hardware 200, software, firmware, or a combination thereof.

As described above, the car position control device according to the present disclosure can be used in an elevator system.

1 Elevator system, 1a Mechanical configuration, 2 Hoistway, 3a Motor, 3b Sheave, 4 Main rope, 5 Car, 6 Counterweight, 7 Angle detector, 8 Position detector, 9 Control panel, 1 0 Car position control Device, 11 speed calculation unit, 12 first subtraction unit, 13 speed control unit, 14 current measurement unit, 15 current control unit, 16 target signal generation unit, 17 second subtraction unit, 18 car position control unit, 161 signal holding unit , 162 Third subtraction unit, 163 Transition time calculation unit, 164 Position pattern generation unit, 165 Error calculation unit, 166 Correction pattern generation unit, 167 Target signal calculation unit, 100a Processor, 100b Memory, 200 Hardware

Claims

A car position control device that controls the elevator car so that the position of the car output from a position detector that detects the position of the elevator car follows a target position,
A position pattern that generates a position pattern in which the time transition of the position of the car from when the car starts moving up and down the distance until it stops when the car moves the up and down distance toward the next floor. A generation section,
an error calculation unit that calculates a discretization error between the distance indicated in the position pattern and the vertical distance, which is an error that occurs when the calculation for generating the position pattern is performed;
a correction pattern generation unit that generates an error correction pattern indicating a time transition of the position of the car from when the car starts moving by the distance of the discretized error calculated by the error calculation unit until it stops; ,
reflecting the position of the car output from the position detector when the car is stopped at a previous floor in a corrected position pattern in which the position pattern and the error correction pattern are superimposed; a target signal calculation unit that calculates the target position;
A car position control device equipped with
The error correction pattern is a function of time, and the second-order differentiated function is continuous at any time in the defined time range, and the second-order differentiated value is zero at both ends of the defined time range. The car position control device according to claim 1, wherein the function is:
The position pattern is a function of time and has an acceleration/deceleration range in which the value of the second-order differentiated acceleration function is not zero,
3. The car position control device according to claim 1, wherein the error correction pattern is a function of time, and a time range is defined to include the acceleration/deceleration range.