Control system of elevator and control method of elevator

Abstract

Provided is a control system of an elevator capable of suppressing deterioration of a ride feeling caused by car vibration in stop control, and a control method of an elevator. In the control system, a position measuring section (10) detects a current position of a car (6). A start point detecting section (11) detects passage of the car (6) at a start point position that is a distance set in advance from a stop position of the car (6). Each pattern generating section generates a travel pattern based on an algorithm that is different from each other. In each travel pattern, acceleration from before the car (6) passes the start point position until the car (6) stops is continuous. A pattern selecting section (30) selects a travel pattern in which a stop time is the shortest as a travel pattern that a travel control section (19) causes the car (6) to follow in accordance with the current position. The pattern selecting section (30) makes the selection in accordance with a speed of the car (6) at a time when the start point position is passed.

Description

Technical Field

[0001] This invention relates to elevator control systems and elevator control methods. Background Technology

[0002] Patent document 1 discloses an example of an elevator control device. The control device generates acceleration commands for floor stopping control based on the time delay of the control signal.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent No. 5927838 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, the acceleration command generated by the control device in Patent Document 1 has a delay time t delay The changes then become discontinuous. As a result, vibrations are induced in the elevator car during floor stop control, leading to a deterioration in the riding experience.

[0008] This invention was made to solve this problem. This invention provides an elevator control system and an elevator control method capable of suppressing the deterioration of the elevator ride experience caused by car vibration during floor stop control.

[0009] Methods for solving problems

[0010] The elevator control system of the present invention comprises: a position detection unit that detects the current position of the car in the travel direction; a starting point detection unit that detects the passage of the car from a starting point position a predetermined distance away from the car's stopping position; multiple pattern generation units, each generating a continuous travel pattern with acceleration from the starting point position to the stopping position and from before the car passes the starting point position until the car stops, based on different algorithms; a travel control unit that, based on the current position of the car detected by the position detection unit, causes the car to travel in accordance with the travel pattern generated by any one of the multiple pattern generation units; and a pattern selection unit that, based on the speed of the car at the moment the starting point detection unit detects the passage of the car, selects the travel pattern with the shortest stopping time required for travel from the starting point position to the stopping position from the travel patterns generated by the multiple pattern generation units as the travel pattern that the travel control unit causes the car to travel in accordance with.

[0011] The elevator control method of the present invention includes: a starting point detection step, detecting the passage of the car from a starting point position a predetermined distance away from the car's stopping position; a speed acquisition step, acquiring the speed of the car at the moment when the starting point detection step detects that the car has passed the starting point position; a pattern selection step, selecting, from a plurality of travel patterns based on different algorithms, the travel pattern with the shortest stopping time required for travel from the starting point position to the stopping position, wherein the plurality of travel patterns are a plurality of travel patterns with continuous acceleration from the starting point position to the stopping position until the car stops; and a travel control step, causing the car to travel in accordance with the current position of the car, following the travel pattern selected in the pattern selection step.

[0012] Invention Effects

[0013] Any control system or control method of this invention can suppress the deterioration of the elevator riding experience caused by car vibration during elevator stop control. Attached Figure Description

[0014] Figure 1 This is a structural diagram of the elevator according to implementation method 1.

[0015] Figure 2 This is a diagram illustrating an example of a driving pattern in the control system of Embodiment 1.

[0016] Figure 3 This is a block diagram showing the structure of the stop command unit in Embodiment 1.

[0017] Figure 4 This is a block diagram showing the structure of the first pattern generation unit in Embodiment 1.

[0018] Figure 5 This is a diagram showing an example of a driving pattern generated by the constant acceleration pattern generation unit in Embodiment 1.

[0019] Figure 6 This is a diagram showing an example of a driving pattern generated by the correction pattern generation unit of Embodiment 1.

[0020] Figure 7 This is a diagram showing an example of a driving pattern generated by the first pattern generation unit of Embodiment 1.

[0021] Figure 8 This is a diagram showing an example of a driving pattern generated by the second pattern generation unit in Embodiment 1.

[0022] Figure 9This is a graph showing the relationship between the dwell time and the car speed under the driving pattern generated by the pattern generation unit of Embodiment 1.

[0023] Figure 10 This is a diagram showing an example of a driving pattern generated by the first pattern generation unit of Embodiment 1.

[0024] Figure 11 This is a diagram showing an example of a driving pattern generated by the first pattern generation unit of Embodiment 1.

[0025] Figure 12 This is a flowchart illustrating an example of the operation of the control system in Implementation 1.

[0026] Figure 13 This is a flowchart illustrating an example of the operation of the control system in Embodiment 1.

[0027] Figure 14 This is a flowchart illustrating an example of the operation of the control system in Implementation 1.

[0028] Figure 15 This is a hardware structure diagram of the main parts of the control system in Implementation Method 1.

[0029] Figure 16 This is a structural diagram of the elevator in Implementation Method 2. Detailed Implementation

[0030] Embodiments of the object for carrying out the present invention will be described with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals, and repeated descriptions are appropriately simplified or omitted. Furthermore, the object of the present invention is not limited to the following embodiments; any modifications to the constituent elements of the embodiments or omissions of any constituent elements of the embodiments are possible without departing from the spirit of the present invention.

[0031] Implementation method 1.

[0032] Figure 1 This is a structural diagram of elevator 1 according to implementation method 1.

[0033] Elevator 1 is used, for example, in buildings with multiple floors. The building has a shaft 2 for elevator 1. The shaft 2 is a long space spanning multiple floors in the vertical direction. Elevator 1 includes a motor 3, sheaves 4, main ropes 5, a car 6, and a counterweight 7.

[0034] The motor 3 is installed, for example, at the top or bottom of the hoistway 2. For example, when the machine room of the elevator 1 is located at the top of the hoistway 2, the motor 3 can also be installed in the machine room. The pulley 4 is connected to the rotating shaft of the motor 3. The main rope 5 is wound around the pulley 4. The main rope 5 supports the load of the car 6 on one side of the pulley 4. The main rope 5 supports the load of the counterweight 7 on the other side of the pulley 4. The car 6 is a device that transports users between multiple floors by traveling vertically in the hoistway 2. The counterweight 7 is a device that balances the load applied to both sides of the pulley 4 by the main rope 5 and the car 6. The car 6 and the counterweight 7 move in opposite directions in the hoistway 2 in conjunction with the main rope 5, which is moved by rotating the pulley 4 via the motor 3.

[0035] Elevator 1 includes a control system 8. The control system 8 is a system that controls the movement of elevator 1. The control system 8 includes an encoder 9, a position measuring unit 10, a starting point detection unit 11, and a control device 12.

[0036] Encoder 9 is a device for detecting the rotation angle of motor 3. Encoder 9 is installed on motor 3. Encoder 9 outputs the detected rotation angle x_m of motor 3 to control device 12.

[0037] The position measuring unit 10 is a unit that detects the current position of the car 6 in the direction of travel. The position measuring unit 10 is an example of a position detection unit. In this example, the position measuring unit 10 is a sensor of an APS (Absolute Positioning System). The position measuring unit 10 is installed in the car 6. Regarding the position measuring unit 10, the APS code tape 13 is provided in the hoistway 2 along the vertical direction. The code tape 13 is a tape showing an image obtained by encoding information representing the position in the vertical direction. The position measuring unit 10 detects the current position of the car 6 by reading the information on the code tape 13. The position measuring unit 10 outputs the detected current position x_car signal of the car 6 to the control device 12.

[0038] The starting point detection unit 11 is responsible for detecting the passage of the car 6 through the starting point position. The starting point detection unit 11 is installed in the car 6. The starting point position is a predetermined position of the car 6 in the direction of travel. Multiple starting points are set. In this example, the starting point position is set as a location a predetermined distance away from the landing position on each floor. At each floor's starting point position, a detection body 14 is installed in the hoistway 2. The detection body 14 is, for example, a landing plate. The starting point detection unit 11 detects the passage of the starting point position by detecting the detection body 14 installed at that starting point position when the car 6 passes any starting point position. When the starting point detection unit 11 detects the passage of the starting point position, it outputs a detection signal LS_t to the control device 12.

[0039] The control device 12 is a device that performs control processing in the elevator 1. The control device 12 is configured, for example, on an electrical board. The control device 12 may also be composed of multiple devices. Part or all of the control device 12 may be installed, for example, at the upper or lower part of the hoistway 2. Alternatively, when the elevator 1 is installed in a machine room, part or all of the control device 12 may also be installed in the machine room. The control device 12 controls the movement of the car 6 through multiple control modes. The control modes include an inter-floor travel mode and a stop mode. The inter-floor travel mode is the control mode when the car 6 travels between the departure floor and the target floor. The stop mode is the control mode when the car 6 stops at the stop position of the target floor. For example, when the car 6 passes the starting position corresponding to the stop position of the target floor, the control mode in the control device 12 is switched from the inter-floor travel mode to the stop mode. The control device 12 includes a car speed calculation unit 15, a travel command unit 16, a stop command unit 17, a control mode switching unit 18, and a travel control unit 19.

[0040] The car speed calculation unit 15 calculates the speed of the car 6 based on the current position x_car signal input from the position measuring unit 10, using time differentiation and other methods. The car speed calculation unit 15 outputs the calculated speed v_car signal of the car 6.

[0041] The driving command unit 16 generates the driving pattern of the car 6 traveling between the departure floor and the target floor, i.e., the driving pattern in the inter-floor driving mode. The driving pattern is, for example, a waveform representing the position, speed, acceleration, or jerk of the car 6 at various times. In this example, the driving pattern is the position waveform of the car 6. The inter-floor driving mode includes acceleration and deceleration. Acceleration is the car 6 traveling with a constant acceleration, such as an increase in the absolute value of its speed, when it departs from the departure floor. Deceleration is the car 6 traveling with a constant acceleration, such as a decrease in the absolute value of its speed, when it is about to reach the target floor. The driving pattern may also include constant speed travel between acceleration and deceleration. The driving command unit 16 outputs a signal representing the driving pattern x_ref0 of the inter-floor driving mode.

[0042] The stop command unit 17 generates the travel pattern of the car 6 when it stops at the target floor's stop position, i.e., the travel pattern in the stop mode. Here, during deceleration in the inter-floor travel mode, the control mode is switched to the stop mode. The stop command unit 17 obtains the speed of the car 6 based on the speed signal v_car output by the car speed calculation unit 15. The stop command unit 17 determines the time elapsed at the start position corresponding to the stop position of the target floor based on the detection signal LS_t output by the start point detection unit 11. The stop command unit 17 generates the travel pattern of the stop mode based on the speed of the car 6 when it passes the start position. The stop command unit 17 outputs a signal representing the travel pattern x_ref of the stop mode.

[0043] The control mode switching unit 18 is the part that switches the control modes in the control device 12. The control mode switching unit 18 takes the driving modes input from the driving command unit 16 (driving mode x_ref0) and the stop command unit 17 (driving mode x_ref), and outputs the driving mode corresponding to the control mode in the control device 12 as a signal for driving mode x_ref1. When the car 6 departs from the departure floor towards the target floor, the control mode switching unit 18 sets the control mode to inter-floor driving mode. At this time, the control mode switching unit 18 outputs the driving mode x_ref0 from the driving command unit 16 as a signal for driving mode x_ref1 corresponding to the control mode. The control mode switching unit 18 determines the time when the car 6 passes the starting position corresponding to the stop position of the target floor based on the detection signal LS_t output by the starting point detection unit 11. When the car 6 passes this starting position, the control mode switching unit 18 switches the control mode from inter-floor driving mode to stop mode. At this time, the control mode switching unit 18 outputs the driving style x_ref from the stop command unit 17 as a signal of driving style x_ref1 corresponding to the control mode.

[0044] The driving control unit 19 is the part that enables the car 6 to follow the driving mode and control the driving mode. The driving control unit 19 includes a car position control unit 20, a motor speed calculation unit 21, a motor speed control unit 22, and a motor current control unit 23.

[0045] The car position control unit 20 is responsible for ensuring that the position of the car 6 follows a driving pattern corresponding to the control mode. The car position control unit 20 outputs a control signal x_cont that causes the car 6 to follow the driving pattern based on the difference between the position in the driving pattern and the position of the car 6. In this example, the car position control unit 20 receives a signal representing the difference x_err from the subtractor 24, where x_err is the difference between the driving pattern x_ref1 that the car 6 follows and the current position x_car of the car 6 detected by the position measuring unit 10. In this example, the car position control unit 20 outputs a signal representing the target angular velocity v_ref of the motor 3 as the control signal x_cont.

[0046] The motor speed calculation unit 21 calculates the angular velocity of the motor 3 based on the rotation angle x_m signal of the motor 3 input from the encoder 9. The motor speed calculation unit 21 outputs the calculated angular velocity v_m signal of the motor 3.

[0047] The motor speed control unit 22 is responsible for ensuring that the angular velocity of the motor 3 follows the target angular velocity. The motor speed control unit 22 receives a signal representing the difference v_err from the subtractor 25, where v_err is the difference between the target angular velocity v_ref output by the car position control unit 20 and the angular velocity v_m of the motor 3 calculated by the motor speed calculation unit 21. Based on the difference v_err signal, the motor speed control unit 22 performs proportional, integral, and derivative control calculations in a manner that stably obtains the necessary performance of the motor 3, thereby outputting a signal representing the target torque current iq_v_cont of the motor 3.

[0048] The motor current control unit 23 provides drive current to the motor 3 based on the input torque current target iq_v_cont signal. The motor current control unit 23 receives a signal representing the current iq detected by the current detector 26 installed on the motor 3. Receiving feedback from the current iq signal from the current detector 26, the motor current control unit 23 provides current in a manner that matches the drive current of the motor 3 to the torque current target iq_v_cont.

[0049] Thus, a speed control system is implemented such that the angular velocity v_m of motor 3 follows the angular velocity target v_ref in such a way that the speed difference v_err is within a preset range. Furthermore, a position control system is implemented such that the position x_car of car 6 follows the driving pattern x_ref1, which is the position target of car 6, in such a way that the position difference x_err is within a preset range. Additionally, by outputting the angular velocity target v_ref as a control signal x_cont, control is performed to converge the position difference x_err to 0. At this time, the position of car 6 follows the driving pattern x_ref1 without error. In particular, when the structure of the car position control unit 20 is considered as integral compensation, since this control is a type I position control loop, even if there is an observation delay in the position information of car 6, the control deviation no longer increases.

[0050] Here, in the position detection of the car 6 performed by the APS, errors may occur due to the temperature of the operating environment. To correct such errors, a measuring device is sometimes installed at the lower end of the hoistway 2, which constantly measures the relative temperature expansion and contraction between the APS code strip 13 and the building. On the other hand, such a measuring device sometimes increases the cost of the elevator 1's control system 8. Even if there is an error in the current position of the car 6 detected by the position measuring unit 10, the control system 8 performs stop control to correct for the error without the need for a measuring device or the like that constantly measures the relative temperature expansion and contraction between the APS code strip 13 and the building.

[0051] Next, use Figure 2 An example of the driving pattern under ideal conditions, that is, when there is no error in the current position of the car 6 detected by the position measuring unit 10, will be explained.

[0052] Figure 2 This is a diagram illustrating an example of the driving pattern in the control system 8 of Embodiment 1.

[0053] Here, an example of a driving pattern is shown, depicting the car 6 traveling downwards from its starting floor and stopping at the target floor. This example of the driving pattern is illustrated by four graphs. In each graph, the horizontal axis represents time. The origin of time is the moment when the car 6 passes the starting position corresponding to the stopping position at the target floor. In the first graph from the bottom, the vertical axis represents the position of the car 6. The origin of position is the stopping position of the car 6 at the target floor. In the second graph from the bottom, the vertical axis represents the speed of the car 6. In the third graph from the bottom, the vertical axis represents the acceleration of the car 6. Before time 0, the car 6 travels using a deceleration mode in the inter-floor driving pattern. At this time, the magnitude of the acceleration is a preset fixed value. In the fourth graph from the bottom, the vertical axis represents the jerk of the car 6. Furthermore, in this example, the speed waveform, acceleration waveform, and jerk waveform are not output as driving pattern signals in the control system 8.

[0054] At time 0, the position of car 6 is the position x0 [m] of the detection body 14, which is located at the starting position corresponding to the stopping position of the target floor. Furthermore, the acceleration of car 6 at this time is a preset constant value a0 [m / s²]. 2 In the travel pattern generated here, the acceleration of car 6 remains continuous before and after passing the starting position. Furthermore, this travel pattern maintains a constant jerk until car 6 stops at the landing position. By decelerating car 6 with a constant jerk, a good riding experience is ensured. Based on this condition, the velocity -v0[m / s], landing time T0[s], and constant jerk -J0[m / s] of car 6 at the moment of passing the starting position are shown by the following equations (1) to (3). 3 Here, the stopping time is the travel time required from the starting position to the stopping position.

[0055] [Formula 1]

[0056]

[0057] [Equation 2]

[0058] [Formula 3]

[0059]

[0060] Equations (1) to (3) show that, assuming there is no error in the current position of the car 6 detected by the position measuring unit 10, if the position x0 [m] of the detector 14 set at the starting position and the acceleration a0 [m / s²] of the car 6 at the moment of passing the starting position are determined... 2 If the velocity of car 6 at that moment is -v0[m / s] and the jerk is -J0[m / s], then...3 The dwell time T0[s] is uniquely determined. Here, during deceleration, the speed of car 6 decreases monotonically. Therefore, if the position of car 6 detected by the position measuring unit 10 is incorrect, car 6 will pass the starting position at a time when it is traveling at a speed other than -v0[m / s] as shown in equation (1). The speed of car 6 at the moment it passes the starting position is -v0[m / s]. s [m / s] is different from velocity -v0[m / s], therefore, if applied directly... Figure 2 The driving pattern shown sometimes results in stopping errors. The stopping command unit 17 performs stopping control after correcting for the error in the current position of the car 6 detected by the position measuring unit 10.

[0061] Figure 3 This is a block diagram showing the structure of the stop command unit 17 in Embodiment 1.

[0062] The stop layer instruction unit 17 includes a sample hold unit 27, a first style generation unit 28, a second style generation unit 29, a style selection unit 30, and a style switching unit 31.

[0063] The sample-and-hold unit 27 determines the time when the car 6 has passed the starting position corresponding to the target floor's stopping position based on the detection signal LS_t output by the starting point detection unit 11. The sample-and-hold unit 27 obtains the speed -v of the car 6 when it passes the starting position based on the v_car signal output by the car speed calculation unit 15. s [m / s].

[0064] The first pattern generation unit 28 and the second pattern generation unit 29 are examples of multiple pattern generation units. Each pattern generation unit generates a portion of the travel pattern from the starting position to the stopping position based on a different algorithm. Each pattern generation unit generates the position waveform of the car 6 as the travel pattern in a manner that ensures the acceleration of the car 6 is continuous from just before passing the starting position until the car 6 stops. The first pattern generation unit 28 outputs the generated position waveform as the signal for travel pattern x_ref_ar1. The second pattern generation unit 29 outputs the generated position waveform as the signal for travel pattern x_ref_ar2.

[0065] The style selection unit 30 selects the driving style output from the stop command unit 17 as part of the driving style x_ref from the driving styles generated by each style generation unit. Here, in stop mode, the driving style output from the stop command unit 17 is output as a signal for driving style x_ref1. Therefore, the driving style selected by the style selection unit 30 becomes the driving style that the driving control unit 19 makes the car 6 follow in stop mode. The style selection unit 30 selects the driving style with the shortest stop time from the driving styles generated by each style generation unit.

[0066] The style switching unit 31 is the part that switches the style as the driving style x_ref output from the driving styles generated by each style generation unit according to the selection of the style selection unit 30.

[0067] Figure 4 This is a block diagram showing the structure of the first pattern generation unit 28 in Embodiment 1.

[0068] The first pattern generation unit 28 includes a constant acceleration pattern generation unit 32 and a correction pattern generation unit 33.

[0069] The constant acceleration pattern generation unit 32 is responsible for generating a driving pattern with constant acceleration. The constant acceleration pattern generation unit 32 generates the position waveform of the car 6 as the driving pattern. The constant acceleration pattern generation unit 32 outputs the generated position waveform of the car 6 as the signal for the driving pattern x_ref_ar11. The constant acceleration pattern generation unit 32 generates the speed -v obtained by the sample-and-hold unit 27. s [m / s] represents the initial velocity. The acceleration of the front and rear cars 6 remains continuous and constant until they come to a stop. The speed at this point is -v. s [m / s] is sometimes different from the velocity -v0[m / s] in equation (1). Here, based on the same relationship as in equations (1) to (3), if the acceleration a0[m / s] of the car 6 at the moment of passing the starting position is determined... 2 And the speed of car 6 at that moment -v s [m / s], then the jerk is -J0[m / s] 3 The dwell time T0 [s] and the distance x′0 [m] traveled until the car 6 stops are uniquely determined. Therefore, at speed -v s Unlike the case of speed -v0 [m / s], the travel distance x′0 [m] of car 6 is not consistent with the distance x0 [m] between the starting position and the stopping position. As a result, a difference x occurs between the distance x′0 [m] and the distance x0 [m]. e The stopping error of the quantity [m].

[0070] The correction pattern generation unit 33 generates a driving pattern that corrects the stopping error under the driving pattern generated by the constant acceleration pattern generation unit 32. The correction pattern generation unit 33 generates the position waveform of the car 6 as the driving pattern. The correction pattern generation unit 33 outputs the generated position waveform of the car 6 as the signal of the driving pattern x_ref_ar12. The correction pattern generation unit 33 generates a driving pattern that corrects the stopping error during the stopping time under the driving pattern generated by the constant acceleration pattern generation unit 32.

[0071] The first pattern generation unit 28 synchronizes the timing of the driving pattern x_ref_ar11 generated by the constant acceleration pattern generation unit 32 and the driving pattern x_ref_ar12 generated by the correction pattern generation unit 33 in the adder 34 and adds them together, thereby superimposing them. The first pattern generation unit 28 outputs the signal of the superimposed driving pattern x_ref_ar1.

[0072] Next, use Figures 5 to 7 An example of a driving style generated by the first style generation unit 28 will be explained.

[0073] Figure 5 This is a diagram showing an example of a driving pattern generated by the constant acceleration pattern generation unit 32 of Embodiment 1.

[0074] Figure 6 This is a diagram showing an example of a driving pattern generated by the correction pattern generation unit 33 of Embodiment 1.

[0075] Figure 7 This is a diagram showing an example of a driving pattern generated by the first pattern generation unit 28 of Embodiment 1.

[0076] exist Figure 5 The example shown is a driving pattern with constant acceleration generated by the constant acceleration pattern generation unit 32. In this driving pattern, the car 6 travels a distance x′0[m] after passing the starting position and stops during the stop time T′0[s]. The stop time T′0[s] is also given by the following equation (4), which is the same as equation (2).

[0077] [Formula 4]

[0078]

[0079] Furthermore, the travel distance x′0[m] of the car 6 is shown by the following formula (5).

[0080] [Formula 5]

[0081]

[0082] The driving pattern x_ref_ar11 generated by the constant acceleration pattern generation unit 32 is expressed by the following equation (6) as a cubic function of time t[s].

[0083] [Formula 6]

[0084]

[0085] Here, the starting position is actually a distance x0 [m] away from the stopping position, thus producing the stopping error x as shown in equation (7). e [m].

[0086] [Formula 7]

[0087]

[0088] exist Figure 6 The example shown is a driving pattern generated by the correction pattern generation unit 33 that corrects the stopping error in equation (7). In the driving pattern generated by the correction pattern generation unit 33, the car 6 stops after traveling a distance -x′0 [m] during the stopping time T′0 [s] of the driving pattern generated by the constant acceleration pattern generation unit 32. In this driving pattern, the period until the stopping time T′0 [s] is elapsed is divided into three periods: a first period, a second period, and a third period. The first period is from when the car 6 passes the starting position until 1 / 4 of the stopping time T′0 [s] has elapsed. The second period is from after the first period until 1 / 2 of the stopping time T′0 [s] has elapsed. The third period is from after the second period until 1 / 4 of the stopping time T′0 [s] has elapsed.

[0089] In the driving pattern generated by the correction pattern generation unit 33 in this example, the integral value of the acceleration during time T′0[s] is 0. In this driving pattern, the acceleration is set to a fixed value in different periods. In this driving pattern, the acceleration is set to a fixed value in each of the first, second, and third periods. The direction of the acceleration in the first period is set to compensate for the stop error. The direction of the acceleration in the second period is set to the opposite direction of the acceleration in the first period. The direction of the acceleration in the third period is set to the same direction as the acceleration in the first period. The absolute values ​​of the acceleration in the first, second, and third periods are set to be the same magnitude.

[0090] In the driving pattern generated by the correction pattern generation unit 33 in this example, the integral value of the acceleration during time T′0[s] is 0. In this driving pattern, the acceleration of the car 6 at the moment it passes the starting position is set to 0. In this driving pattern, the velocity of the car 6 at the moment it passes the starting position is set to 0.

[0091] Based on these conditions, the driving style x_ref_ar12 generated by the correction style generation unit 33 in the first period is expressed by the following equation (8) as a cubic function of time t[s].

[0092] [Formula 8]

[0093]

[0094] Among them, the absolute value J of the jerk during the first, second, and third periods. e [m / s 3 The acceleration is set such that the car 6 travels a distance of -x′0 [m] until the dwell time T′0 [s]. The absolute value of the acceleration J... e [m / s 3 It is shown by the following equation (9).

[0095] [Formula 9]

[0096]

[0097] Furthermore, the driving style x_ref_ar12 generated by the correction style generation unit 33 during the second period is expressed by the following equation (10) as a cubic function of time t[s].

[0098] [Formula 10]

[0099]

[0100] Furthermore, the driving style x_ref_ar12 generated by the correction style generation unit 33 during the third period is expressed by the following equation (11) as a cubic function of time t[s].

[0101] [Equation 11]

[0102]

[0103] exist Figure 7 The example shown is a driving pattern generated by the first pattern generation unit 28. In generating the driving pattern, the first pattern generation unit 28 superimposes the driving pattern x_ref_ar11 generated by the constant acceleration pattern generation unit 32 and the driving pattern x_ref_ar12 generated by the correction pattern generation unit 33. That is, the position x_ref_ar1 of the car 6 under the driving pattern generated by the first pattern generation unit 28 is expressed as a function of time t[s] by the following equation (12).

[0104] [Equation 12]

[0105]

[0106] Thus, in the driving pattern generated by the first pattern generation unit 28, the continuity of the car 6's acceleration, speed, and position is maintained before and after the control mode is switched from the inter-floor driving mode to the stop mode, and during the stop mode. Therefore, it is less likely to induce vibration of the car 6 during stop control. Furthermore, since the stop error is corrected according to the driving pattern generated by the correction pattern generation unit 33, the driving distance during the stop mode in the driving pattern generated by the first pattern generation unit 28 is x0 (m). In addition, the stop time of the driving pattern generated by the first pattern generation unit 28 is consistent with the stop time T′0 [s] of the driving pattern generated by the constant acceleration pattern generation unit 32.

[0107] Next, use Figure 8 An example of a driving style generated by the second style generation unit 29 will be explained.

[0108] Figure 8 This is a diagram showing an example of a driving pattern generated by the second pattern generation unit 29 of Embodiment 1.

[0109] The second pattern generation unit 29 generates the following driving pattern: until the car 6 stops, the absolute value of the acceleration increases as a linear function of time. Under this driving pattern, the acceleration, which is the time derivative of the acceleration, remains constant until the car 6 stops. This driving pattern is based on the acceleration -α [m / s] at the moment the car 6 passes the starting position. 3 ], and the acceleration -β [m / s] at the moment the car 6 stops. 3 These two parameters are set. That is, compared to the driving mode with constant acceleration, there is one more parameter. Therefore, the acceleration a0 of the car 6 at the moment when the starting position is determined is [m / s]. 2 And the speed of car 6 at that moment -v s In addition to [m / s], the dwell time T′′0[s] and two parameters α[m / s] were also determined when the car 6 traveled a distance x0[m]. 3 ] and β[m / s 3 ] is the only certainty.

[0110] At time 0, the position of car 6 is the position of detector 14, which is located at the starting position corresponding to the stopping position of the target floor, i.e., x0 [m]. That is, to avoid stopping errors, the distance traveled until car 6 stops must be x0 [m]. Furthermore, the acceleration of car 6 at the moment it passes the starting position is a fixed value a0 [m / s²] preset during deceleration, ensuring continuity before and after passing the starting position. 2 Furthermore, the speed of car 6 at this moment is the speed obtained by sample-and-hold device 27 - v. s[m / s]. Based on this condition, the dwell time T′′0[s] and the two parameters α[m / s] are... 3 ] and β[m / s 3 The following equations (13) to (15) are shown.

[0111] [Equation 13]

[0112]

[0113] [Formula 14]

[0114]

[0115] [Formula 15]

[0116]

[0117] Using these formulas, the position x_ref_ar2 of the car 6 in the driving pattern generated by the second pattern generation unit 29 is expressed as a quartic function of time t[s] by the following formula (16).

[0118] [Formula 16]

[0119]

[0120] Thus, under the driving pattern generated by the second pattern generation unit 29, the continuity of the car 6's acceleration, speed, and position is maintained before and after the control mode is switched from the inter-floor driving mode to the stop mode, and during the stop mode. Therefore, it is less likely to induce vibration of the car 6 in the stop control. In addition, the driving distance under the driving pattern generated by the second pattern generation unit 29 is consistent with the distance x0 [m] between the starting position and the stop position, so no stop error will occur.

[0121] Next, use Figures 9 to 11 The stopping time of the driving patterns generated by the first pattern generation unit 28 and the second pattern generation unit 29 will be explained.

[0122] Figure 9 This is a graph showing the relationship between the dwell time and the speed of the car 6 in the driving pattern generated by the pattern generation unit of Embodiment 1.

[0123] Figure 10 This is a diagram showing an example of a driving pattern generated by the first pattern generation unit 28 of Embodiment 1.

[0124] Figure 11 This is a diagram showing an example of a driving pattern generated by the first pattern generation unit 28 of Embodiment 1.

[0125] exist Figure 9In the diagram, the vertical axis represents the ratio of the dwell time T′0[s] or T′′0[s] under each driving mode to the dwell time T0[s] assuming there is no error in the current position of the car 6 detected by the position measuring unit 10. Here, the actual absolute value of the car 6's speed |v| is obtained by the sampling and holding unit 27 at the moment when the car 6 passes the starting position. s |This is called the first speed. Let |v0| be the absolute value of the speed of car 6 at the moment it passes the starting position, assuming the current position of car 6 detected by the position measuring unit 10 is without error. This is called the second speed. Figure 9 In the diagram, the horizontal axis represents the first velocity |v s The ratio of |v0| to the second velocity. In Figure 9 In the diagram, the dashed curve represents the relationship between the driving styles generated by the first style generation unit 28 and the given driving styles. Figure 9 In the graph, the solid line represents the relationship between the driving style generated by the second style generation unit 29 and the actual driving style. Figure 9 In the relationship shown, the starting position x0 [m] and the acceleration a0 [m / s²] of the car 6 when passing through the starting position are... 2 It is fixed to a preset value.

[0126] The dwell time T′0[s] under the driving pattern generated by the first pattern generation unit 28 is shown by equation (4). Therefore, according to equation (2), the ratio of dwell times T′0 / T0 to the ratio of speed |v s The velocity | / |v0| increases monotonically with the increase of |v0|. s Under the condition that |v0| is the same as the second velocity, i.e. |v s When | / |v0|=1, the ratio of stopping times is T′0 / T0=1. Therefore, at the first velocity |v s When the speed is less than the second speed, the dwell time T′0[s] of the driving mode generated by the first mode generation unit 28 is shorter than the dwell time T0[s] of the driving mode in which a constant acceleration can be maintained until the car 6 stops.

[0127] The dwell time T′0[s] under the driving pattern generated by the second pattern generation unit 29 is shown by equation (13). Therefore, according to equation (2), the ratio of dwell times T′0 / T0 to the ratio of speed |v s | / |v0| increases and decreases monotonically. At the first velocity |v s Under the condition that |v0| is the same as the second velocity, i.e. |v s When | / |v0|=1, the ratio of stopping times is T′0 / T0=1. Therefore, at the first velocity |v sWhen the speed is greater than the second speed, the dwell time T′0[s] of the driving mode generated by the second mode generation unit 29 is shorter than the dwell time T0[s] of the driving mode that can maintain a constant acceleration until the car 6 stops.

[0128] The stop command unit 17 includes a first style generation unit 28 and a second style generation unit 29 as multiple style generation units. Therefore, the style selection unit 30 selects the driving style with the shorter stop time from the driving styles generated by the first style generation unit 28 and the second style generation unit 29 respectively. The style selection unit 30 selects the driving style with the shorter stop time at the first speed |v s When the speed is less than the second speed (v0), the driving style generated by the first style generation unit 28 is selected. The style selection unit 30 selects the driving style generated by the first style generation unit 28 when the speed is less than the second speed (v0). s If the speed is greater than the second speed (v0), the driving pattern generated by the second style generation unit 29 is selected. Therefore, the dwell time until the car 6 stops is related to the first speed (v0). s The dwell time T0[s] is below the travel pattern under which a constant acceleration is maintained until the car 6 stops, regardless of the magnitude of the second velocity |v0|. Furthermore, the continuity of acceleration, etc., can be maintained under any travel pattern generated by the pattern generation unit, thus suppressing the deterioration of the elevator ride experience caused by the vibration induced in the car 6.

[0129] exist Figure 10 In the diagram, the driving pattern generated by the first pattern generation unit 28 is shown in solid lines. Furthermore, the acceleration that can be maintained at a constant speed until the car 6 comes to a stop is shown in dashed lines. Figure 2 The driving pattern. Based on this diagram, it can be confirmed that at the first speed |v... s When the speed is less than the second speed, the dwell time T′0[s] of the driving pattern generated by the first pattern generation unit 28 is shorter than the dwell time T0[s] of the driving pattern with constant acceleration.

[0130] exist Figure 11 In the image, the driving pattern generated by the second pattern generation unit 29 is shown in solid lines. Furthermore, the acceleration that can be maintained at a constant speed until the car 6 comes to a stop is shown in dashed lines. Figure 2 The driving pattern. Based on this diagram, it can be confirmed that at the first speed |v... s When the speed is greater than the second speed, the dwell time T′′0[s] of the driving pattern generated by the second pattern generation unit 29 is shorter than the dwell time T0[s] of the driving pattern with constant acceleration.

[0131] Next, use Figures 12 to 14 The action examples of control system 8 will be explained.

[0132] Figures 12 to 14This is a flowchart illustrating an example of the operation of the control system 8 in Embodiment 1.

[0133] exist Figure 12 The diagram shows an example of the processing of a control system 8 involving stop control of the stop position.

[0134] Figure 12 The processing begins when the starting point detection unit 11 detects that the car 6 has passed the starting point position.

[0135] In step S1, the sample-and-hold unit 27 of the stop command unit 17 acquires the speed v of the car 6 when the car 6 passes the starting position. s [m / s]. Then, the control system 8 proceeds to step S2.

[0136] In step S2, the style selection unit 30 determines the first velocity |v s |Is it less than the second speed|v0|? If the determination result is "yes", the control system 8 proceeds to step S3. On the other hand, if the determination result is "no", the control system 8 proceeds to step S4.

[0137] In step S3, the first style generation unit 28 performs driving style generation processing. Then, the control system 8 proceeds to step S5.

[0138] In step S4, the second style generation unit 29 performs driving style generation processing. Then, the control system 8 proceeds to step S5.

[0139] In step S5, the driving control unit 19 causes the car 6 to follow the generated driving pattern and stop at the landing position. Then, the control system 8 proceeds to step S6.

[0140] In step S6, after the car 6 stops, the control system 8 obtains the difference between the stopping position and the landing position of the car 6. This difference is used as information to determine whether to perform a landing control action. Then, the control system 8 terminates the processing involving landing control.

[0141] exist Figure 13 In, it is shown Figure 12 This is an example of the driving style generation process of the first style generation unit 28 in step S3.

[0142] In step S31, the constant acceleration pattern generation unit 32 calculates the coefficients in the formula for a driving pattern with constant acceleration. At this time, the constant acceleration pattern generation unit 32 calculates the travel distance x′0 [m] and dwell time T′0 [s] of the car 6. Then, the first pattern generation unit 28 proceeds to the processing in step S32.

[0143] In step S32, the correction pattern generation unit 33 calculates the correction pattern for the stopping error x during the stopping time T′0 [s]. e [m] is the coefficient in the formula for correcting the driving style. Then, the first style generation unit 28 proceeds to the processing in step S33.

[0144] In step S33, the first pattern generation unit 28 calculates the number of processes n from the time the vehicle passes the starting position until it reaches the stopping position. The first pattern generation unit 28 calculates the number of processes n as the stopping time T′0[s] divided by the operation period T. s The natural number n is obtained from [s]. The first pattern generation unit 28 initializes the loop variable k to 0. Then, the first pattern generation unit 28 proceeds to the processing in step S34.

[0145] In step S34, the first pattern generation unit 28 increments the loop variable k by 1. Then, in step S35, the constant acceleration pattern generation unit 32 calculates the position x1(k) of the car 6 at the k-th time point of the generated driving pattern. Then, in step S36, the correction pattern generation unit 33 calculates the position x2(k) of the car 6 at the k-th time point of the generated driving pattern. Then, in step S37, the adder 34 adds the position x1(k) and the position x2(k) and outputs it as the position x(k) of the car 6 at the k-th time point of the driving pattern generated by the first pattern generation unit 28. Then, in step S38, the first pattern generation unit 28 determines whether the loop variable k has been processed more than n times. If the determination result is "no", the first pattern generation unit 28 proceeds to the processing in step S34. On the other hand, if the determination result is "yes", the first pattern generation unit 28 ends the driving pattern generation process.

[0146] exist Figure 14 In, it is shown Figure 12 An example of the driving style generation process in step S4, the second style generation unit 29.

[0147] In step S41, the second pattern generation unit 29 calculates the coefficient in the formula for the driving pattern, which is a linear function of time, based on the absolute value of the acceleration. At this time, the second pattern generation unit 29 calculates the stopping time T′′0 [s]. Then, the second pattern generation unit 29 proceeds to step S42.

[0148] In step S42, the second pattern generation unit 29 calculates the number of processing operations n from the starting point until the vehicle reaches the stopping position. The second pattern generation unit 29 calculates the number of processing operations n as the stopping time T′′0[s] divided by the operation period T. sThe natural number n is obtained from [s]. The second pattern generation unit 29 initializes the loop variable k to 0. Then, the second pattern generation unit 29 proceeds to the processing in step S43.

[0149] In step S43, the second pattern generation unit 29 increments the loop variable k by 1. Then, in step S44, the second pattern generation unit 29 calculates the position x(k) of the car 6 at the k-th time point of the generated driving pattern. Then, in step S45, the second pattern generation unit 29 outputs the calculated x(k). Then, in step S46, the second pattern generation unit 29 determines whether the loop variable k has been processed more than n times. If the determination result is "no", the second pattern generation unit 29 proceeds to the processing in step S43. On the other hand, if the determination result is "yes", the second pattern generation unit 29 ends the driving pattern generation process.

[0150] Furthermore, the control system 8 may include three or more pattern generation units. Each pattern generation unit may generate a travel pattern in which the relationship between acceleration and time is determined by a step function or a linear function, or other functions. In this case, the function may be selected, for example, a function set based on two or more parameters. Additionally, each pattern generation unit may output a speed waveform instead of a position waveform. In this case, the control system 8 can also be applied to an elevator 1 that performs speed-based stop control.

[0151] Furthermore, the position measuring unit 10 may not be an APS sensor. For example, the position measuring unit 10 may also use a speed limiter or the like to detect the position of the car 6.

[0152] As explained above, the control system 8 of Embodiment 1 includes a position measuring unit 10, a starting point detection unit 11, a multiple pattern generation unit, a travel control unit 19, and a pattern selection unit 30. The position measuring unit 10 detects the current position of the car 6 in the travel direction. The starting point detection unit 11 detects the passage of the car 6 from a starting point a predetermined distance away from its landing position. Each pattern generation unit generates a travel pattern from the starting point to the landing position based on a different algorithm. In each travel pattern, the acceleration from before the car 6 passes the starting point until the car 6 stops is continuous. The travel control unit 19, based on the current position of the car 6 detected by the position measuring unit 10, causes the car 6 to travel in accordance with the travel pattern generated by each pattern generation unit. The pattern selection unit 30 selects the travel pattern with the shortest landing time from the travel patterns generated by each pattern generation unit as the travel pattern that the travel control unit 19 causes the car 6 to travel in accordance with. The landing time is the time required to travel from the starting point to the landing position. The style selection unit 30 makes the selection based on the speed of the car 6 at the moment the starting point detection unit 11 detects the passing time of the car 6.

[0153] Furthermore, the elevator 1 control method of Embodiment 1 includes a starting point detection process, a speed acquisition process, a pattern selection process, and a travel control process. The starting point detection process is the process of detecting the passage of the car 6 at the starting point position. The speed acquisition process is the process of acquiring the speed of the car 6 at the moment detected in the starting point detection process when the car 6 has passed the starting point position. The pattern selection process is the process of selecting the travel pattern with the shortest dwell time from multiple travel patterns based on different algorithms. Each travel pattern is the travel pattern from the starting point position to the dwell position. In each travel pattern, the acceleration is continuous from before the car 6 passes the starting point position until the car 6 stops. In the pattern selection process, the selection is made based on the speed of the car 6 acquired in the speed acquisition process. The travel control process is the process of causing the car 6 to follow the travel pattern selected in the pattern selection process based on the current position of the car 6.

[0154] This structure allows for continuous acceleration control of the car 6 from the moment it passes the starting point until it comes to a complete stop. Therefore, vibrations in the car 6 are less likely to be induced, thus suppressing any deterioration in the passenger experience during stop control. Furthermore, by selecting the travel mode with the shortest stop time among multiple travel modes, user convenience is improved. In short, both suppressing a deterioration in the passenger experience and improving convenience are achieved.

[0155] Furthermore, the control system 8 includes a first pattern generation unit 28 as a pattern generation unit. The first pattern generation unit 28 generates a driving pattern obtained by superimposing a constant acceleration pattern and a correction pattern. The constant acceleration pattern is a driving pattern in which the speed of the car 6 at the moment when the starting point detection unit 11 detects the passing of the car 6 is used as the initial speed, and a constant acceleration is maintained until the car 6 stops. The correction pattern is a driving pattern in which the stopping error under the constant acceleration pattern is corrected during the stopping time under the constant acceleration pattern.

[0156] This structure generates a travel pattern that corrects for floor-stopping errors, based on a constant acceleration pattern that provides a comfortable riding experience for users. Therefore, it more effectively balances suppressing deviations in the user's riding experience with improving convenience.

[0157] Furthermore, the control system 8 includes a second pattern generation unit 29 as a pattern generation unit. The second pattern generation unit 29 generates a driving pattern that increases as a linear function of time, based on the speed of the car 6 at the moment the starting point detection unit 11 detects the speed of the car 6 at the passing time.

[0158] This structure generates a riding pattern where acceleration doesn't change drastically, resulting in a comfortable experience for users. Therefore, it more effectively balances minimizing the deterioration of the user's riding experience with improving convenience.

[0159] Furthermore, the absolute value of the speed of the car 6 at the moment detected by the starting point detection unit 11 as the first speed is set. The absolute value of the speed of the car 6 at the starting position, assuming no error in the current position of the car 6 as measured by the position measuring unit 10, is set as the second speed. If the first speed is less than the second speed, the style selection unit 30 selects the driving style generated by the first style generation unit 28. If the first speed is greater than the second speed, the style selection unit 30 selects the driving style generated by the second style generation unit 29.

[0160] In the travel patterns generated by the first pattern generation unit 28 and the second pattern generation unit 29, the relationship between the second speed and the dwell time is expressed by calculation formulas based on elementary functions, such as equations (4) and (13). Therefore, the criteria for determining which travel pattern has a shorter dwell time can be predetermined based on these formulas. In this example, the dwell time of the travel pattern can be determined based on the magnitude relationship between the first speed and the second speed. Therefore, when the car 6 passes the starting position, the pattern selection unit 30 can quickly determine which travel pattern has a shorter dwell time based on the speed of the car 6 at that moment. This reduces the time lag involved in the selection of travel patterns. Therefore, it is possible to more effectively balance suppressing the deterioration of the user's elevator experience and improving convenience.

[0161] Next, use Figure 15 An example of the hardware structure of control system 8 is given.

[0162] Figure 15 This is a hardware structure diagram of the main parts of the control system 8 in Implementation Method 1.

[0163] The functions of the control system 8 can be implemented by a processing circuit. The processing circuit includes at least one processor 100a and at least one memory 100b. Alternatively, the processing circuit may include at least one dedicated hardware 200 instead of the processor 100a and the memory 100b.

[0164] When the processing circuit includes a processor 100a and a memory 100b, the functions of the control system 8 are implemented by software, firmware, or a combination of software and firmware. At least one of the software and firmware is described as a program. The program is stored in the memory 100b. The processor 100a implements the functions of the control system 8 by reading and executing the program stored in the memory 100b.

[0165] The processor 100a is also called a CPU (Central Processing Unit), processing device, arithmetic device, microprocessor, microcomputer, or DSP. The memory 100b is composed of non-volatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), and EEPROM (Electrically Erasable Programmable Read Only Memory).

[0166] When the processing circuit has dedicated hardware 200, the processing circuit is implemented, for example, by a single circuit, a composite circuit, a programming processor, a parallel programming processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof.

[0167] Each function of the control system 8 can be implemented separately by processing circuitry. Alternatively, each function of the control system 8 can also be implemented centrally by processing circuitry. Regarding the functions of the main parts of the control system 8, some can be implemented by dedicated hardware 200, while others can be implemented by software or firmware. Thus, the processing circuitry implements the functions of the control system 8 through dedicated hardware 200, software, firmware, or a combination thereof.

[0168] Implementation method 2.

[0169] In Embodiment 2, the differences from the example disclosed in Embodiment 1 are described in particular detail. Any feature of the example disclosed in Embodiment 1 may be used for features not described in Embodiment 2.

[0170] Figure 16 This is a structural diagram of elevator 1 according to embodiment 2.

[0171] In this example, the control system 8 of elevator 1 does not include a position measuring unit 10. The control system 8 has a car state estimation unit 35 instead of a position measuring unit 10.

[0172] The car state estimation unit 35 estimates the state of the car 6. The car state estimation unit 35 is mounted on the control device 12. The state of the car 6 estimated by the car state estimation unit 35 includes the current position of the car 6 in the travel direction and the speed of the car 6. The car state estimation unit 35 is the part that detects the current position of the car 6 in the travel direction by estimation. The car state estimation unit 35 is an example of a position detection unit. The car state estimation unit 35 estimates the current position of the car 6 based on the signal received from the encoder 9. The car state estimation unit 35 outputs the detected current position x_car signal of the car 6 to the subtractor 24 of the control device 12. Furthermore, the car state estimation unit 35 estimates the speed of the car 6, for example, by the time derivative of the current position of the car 6. The car state estimation unit 35 outputs the estimated speed v_car signal of the car 6 to the stop command unit 17 of the control device 12.

[0173] Furthermore, in elevator 1 where the lifting stroke is short enough that the transmission characteristics transmitted to the car 6 via motor 3, sheave 4, and main rope 5 can be ignored, the car state estimation unit 35 can be omitted. In this case, the control system 8 can also have a car speed calculation unit 15 instead of the car state estimation unit 35. On the other hand, in elevator 1 where the lifting stroke is long enough that the transmission characteristics transmitted to the car 6 via motor 3, sheave 4, and main rope 5 cannot be ignored, the state estimation unit is, for example, composed of a secondary filter.

[0174] In this structure, the movement of the car 6 is controlled in a way that maintains continuous acceleration from just before passing the starting position until the car 6 comes to a stop. Therefore, vibrations in the car 6 are less likely to be induced, thus suppressing any deterioration in the passenger experience during stop control. Furthermore, since the travel mode with the shortest stop time among multiple travel modes is selected, the convenience for users of elevator 1 is improved. In other words, both suppressing a deterioration in the passenger experience and improving convenience are achieved.

[0175] Industrial availability

[0176] The control system and control method of the present invention can be applied to elevators.

[0177] Label Explanation

[0178] 1: Elevator; 2: Shaft; 3: Motor; 4: Sheave; 5: Main rope; 6: Car; 7: Counterweight; 8: Control system; 9: Encoder; 10: Position measuring unit; 11: Starting point detection unit; 12: Control device; 13: Code tape; 14: Detector; 15: Car speed calculation unit; 16: Travel command unit; 17: Stop command unit; 18: Control mode switching unit; 19: Travel control unit; 20: Car position control unit; 21: Motor speed calculation unit; 22: Motor speed control unit; 23: Motor current control unit; 24, 25: Subtractors; 26: Current detector; 27: Sample and hold circuit; 28: First pattern generation unit; 29: Second pattern generation unit; 30: Pattern selection unit; 31: Pattern switching unit; 32: Constant acceleration pattern generation unit; 33: Correction pattern generation unit; 34: Adder; 35: Car state estimation unit; 100a: Processor; 100b: Memory; 200: Dedicated hardware.

Claims

1. A control system for an elevator, wherein, The elevator's control system includes: The position detection unit detects the current position of the car in the direction of travel; The starting point detection unit detects the passage of the car from the starting point position, which is a predetermined distance away from the car's landing position; Multiple pattern generation units, each based on a different algorithm, generate a continuous acceleration travel pattern from the starting position to the stopping position, from before the car passes the starting position until the car stops; The driving control unit, based on the current position of the car detected by the position detection unit, causes the car to drive in accordance with the driving pattern generated by any one of the plurality of pattern generation units. as well as The style selection unit selects the driving style with the shortest dwell time required for the journey from the starting position to the landing position from the driving style generated by the multiple style generation units, based on the speed of the car at the moment the starting point detection unit detects the passing time of the car. This driving style is then used by the driving control unit to make the car follow the driving style.

2. The elevator control system according to claim 1, wherein, The plurality of pattern generation units include a first pattern generation unit, which generates a driving pattern by superimposing a pattern that takes the speed of the car at the moment when the starting point detection unit detects the passing of the car as the initial speed and maintains a constant acceleration until the car stops, and a pattern that corrects the stopping error caused by the pattern during the stopping time under the pattern.

3. The elevator control system according to claim 1 or 2, wherein, The plurality of pattern generation units include a second pattern generation unit, which generates a driving pattern that increases as a linear function of time, based on the speed of the car at the moment the starting point detection unit detects the passing time of the car.

4. The elevator control system according to claim 1, wherein, The plurality of style generation units include: The first pattern generation unit generates a driving pattern by superimposing a pattern that uses the car's initial speed at the moment the starting point detection unit detects the car's passage as the initial speed and maintains a constant acceleration until the car stops, and a pattern that corrects for the stopping error caused by this pattern during the stopping time under this pattern; and The second pattern generation unit generates a driving pattern based on the speed of the car at the moment the car passes, as detected by the starting point detection unit. This pattern increases as a linear function of time, with the absolute value of the acceleration increasing until the car comes to a stop. The style selection unit sets the absolute value of the car's speed at the moment the starting point detection unit detects the passing of the car as the first speed, and sets the absolute value of the car's speed at the starting position when the current position of the car is without error, as the second speed. If the first speed is less than the second speed, the driving style generated by the first style generation unit is selected, and if the first speed is greater than the second speed, the driving style generated by the second style generation unit is selected.

5. A method for controlling an elevator, wherein, The elevator control method includes: The starting point detection process detects the passage of the car from the starting point position, which is a predetermined distance away from the car's stopping position. The speed acquisition process acquires the speed of the car at the moment when the car passes the starting point position, as detected in the starting point detection process. The mode selection process, based on the car speed obtained in the speed acquisition process, selects from multiple driving modes based on different algorithms the driving mode with the shortest dwell time required from the starting position to the stopping position, wherein the multiple driving modes are multiple driving modes with continuous acceleration from the starting position to the stopping position until the car stops; and The driving control process, based on the current position of the car, causes the car to follow the driving pattern selected in the pattern selection process.

Images