Car position control device

Abstract

A car position control device capable of suppressing an error caused by a position model is provided. The car position control device is controlled in such a manner that a car position follows a target position, and the car position control device has: a position model generation section that generates a position model that indicates a time progression of the car position from the start of movement of a distance of hoisting to the stop when the car is to move the distance of hoisting toward a next floor; an error calculation section that calculates a discretization error between the distance indicated by the position model and the distance of hoisting, the discretization error being an error that occurs when the calculation of the position model is performed; a correction model generation section that generates an error correction model that indicates a time progression of the car position from the start of movement of the distance at which the discretization error calculated by the error calculation section is calculated to the stop; and a target signal calculation section that calculates the target position by reflecting the position of the car output from a position detector when the car stops at a previous floor into a corrected position model obtained by superimposing the position model and the error correction model.

Description

Technical Field

[0001] This invention relates to an elevator car position control device. Background Technology

[0002] Patent document 1 discloses an elevator system. This elevator system includes an APS (Absolute Position Sensor) that continuously detects the absolute position of the car. In this elevator system, car position control is achieved by generating a target position for the car and ensuring that the car's measured position, as a result of the APS detection, follows that target position.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent No. 6797742 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In the car position control implemented using the elevator system described in Patent Document 1, to generate the target position of the car, it is necessary to generate a time-varying pattern, i.e., a position model, of the car from its starting position to its stopping position. This pattern is generated by a processor performing software calculations. However, since the position model is a function of time, discretization errors based on the processor's computation cycle may occur during its generation. Therefore, an error may arise between the distance traveled based on the position model and the actual vertical movement distance.

[0008] This invention was made to solve the aforementioned problems. The object of this invention is to provide a car position control device capable of suppressing errors caused by the position model.

[0009] Methods for solving problems

[0010] The car position control device of the present invention controls the car in such a way that the car position output from a position detector that detects the car's position follows a target position. The car position control device includes: a position model generation unit that generates a position model representing the time progression of the car's position from the start of the movement of the car to a stop when the car is to move a certain distance toward the next floor; an error calculation unit that calculates a discretization error between the distance shown in the position model and the moving distance, the discretization error being an error generated during the calculation of generating the position model; a correction model generation unit that generates an error correction model representing the time progression of the car's position from the start of the movement of the car to a stop at the distance calculated by the error calculation unit; and a target signal calculation unit that calculates the target position by reflecting the car position output from the position detector when the car stops at the previous floor into a corrected position model obtained by superimposing the position model and the error correction model.

[0011] Invention Effects

[0012] According to the present invention, the target position is calculated based on a corrected position model obtained by superimposing a position model and an error correction model. Therefore, errors caused by the position model can be suppressed. Attached Figure Description

[0013] Figure 1 This is a diagram showing an overview of an elevator system using the car position control device according to Embodiment 1.

[0014] Figure 2 This is a block diagram showing the target signal generation unit of the car position control device according to Embodiment 1.

[0015] Figure 3 This is a diagram showing an example of the control mode, position model, and error correction model set by the car position control device of Embodiment 1.

[0016] Figure 4 This is a diagram illustrating an example of the error correction model set by the car position control device of Embodiment 1.

[0017] Figure 5 This is a bubble diagram summarizing the state transitions of the control mode set by the car position control device in Embodiment 1.

[0018] Figure 6 This is a flowchart illustrating the operation summary of the car position control device in Embodiment 1.

[0019] Figure 7This is a hardware structure diagram of the car position control device according to Embodiment 1. Detailed Implementation

[0020] The embodiments for carrying out the invention will be described with reference to the accompanying drawings. Furthermore, in the drawings, the same or equivalent parts are labeled with the same reference numerals. Repetitive descriptions of these parts are appropriately simplified or omitted.

[0021] Implementation method 1.

[0022] Figure 1 This is a diagram showing an overview of an elevator system using the car position control device according to Embodiment 1.

[0023] exist Figure 1 In elevator system 1, the structure enclosed by the dashed line 1a is the mechanical structure. In elevator system 1, the hoistway 2 runs through all floors of a building (not shown). The machine room (not shown) is located directly above the hoistway 2. The motor 3a is located in the machine room. The pulley 3b is connected to the rotating shaft of the motor 3a.

[0024] The main rope 4 is wound on the sheave 3b. The car 5 is located inside the hoistway 2. The car 5 is suspended on one side of the main rope 4. The counterweight 6 is located inside the hoistway 2. The counterweight 6 is suspended on the other side of the main rope 4.

[0025] Elevator system 1 also includes angle detector 7, position detector 8, and control panel 9.

[0026] An angle detector 7 is mounted on motor 3a. For example, angle detector 7 is an encoder (ENC). Angle detector 7 detects the rotation angle of the rotating shaft of motor 3a. Angle detector 7 outputs a signal corresponding to the detected rotation angle.

[0027] For example, a position detector 8 is installed in the car 5. The position detector 8 is capable of constantly detecting the absolute position of the car 5 within the hoistway 2. For example, the position detector 8 detects the absolute position of the car 5 by reading a detected object (not shown) positioned from the upper end to the lower end of the hoistway 2. The absolute position of the car 5 is the value of its height within the hoistway 2. Alternatively, the absolute position of the car 5 can also be expressed as its relative position to the building. The position detector 8 is also referred to as an APS. The position detector 8 outputs a signal indicating the detected absolute position of the car 5.

[0028] The control panel 9 is located 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.

[0029] When the car 5 is in normal operation, the control panel 9 provides drive current to the motor 3a. The motor 3a rotates its shaft in response to the drive current. The sheave 3b rotates synchronously with the shaft of the motor 3a. The main rope 4 moves in tandem with the rotation of the sheave 3b. The car 5 and the counterweight 6 move in opposite directions in tandem with the movement of the main rope 4. The angle detector 7 transmits an angle signal θ, representing the rotation angle of the shaft of the motor 3a. m Input is sent to control panel 9. Position detector 8 generates a car position signal x representing the absolute position of car 5. car This information is then input to the control panel 9. At this time, for example, the position detector 8 generates the car position signal x with a period shorter than the internal processing cycle of the control panel 9. car And input it into control panel 9.

[0030] Control panel 9 uses the input angle signal θ m and car position signal x car At least one of the controls is used to control the speed and position of the car 5. When the car 5 moves from one floor to the next, the control panel 9 controls the speed of the car 5 based on multiple control modes. For example, the speed of the car 5 is controlled while switching between modes such as a constant acceleration mode with a constant acceleration value and a constant speed mode with a constant speed value. For example, when the car 5 is to stop at a floor (not shown), the control panel 9 performs stop control at that floor.

[0031] The control panel 9 has a car position control device 10 as a device for controlling the position of the car 5.

[0032] For example, the car position control device 10 is composed of various elements installed within an electrical board. Each element performs processing via a processor included in an arithmetic processing circuit. Alternatively, each element may also include processing circuitry without arithmetic functions. The car position control device 10 is electrically connected to the motor 3a.

[0033] The car position control device 10 generates a target position for the car 5. A signal representing the absolute position of the car 5 is input from the position detector 8 to the car position control device 10. The car position control device 10 controls the motor 3a in such a way that the absolute position of the car 5 follows the target position. Specifically, the car position control device 10 generates a target speed signal v through position control processing of the car 5. ref The car position control device 10 generates a speed target tracking signal v by processing the speed control of the car 5. ref Such a torque current target signal iq v_cont The car position control device 10 controls the car position based on the torque current target signal iq. v_cont Provide drive current to motor 3a.

[0034] The car position control device 10 includes a speed calculation unit 11, a first subtraction unit 12, a speed control unit 13, a current measurement unit 14, a current control unit 15, a target signal generation unit 16, a second subtraction unit 17, and a car position control unit 18.

[0035] The speed control processing is mainly performed by the speed calculation unit 11, the first subtraction unit 12, the speed control unit 13, the current measurement unit 14, and the current control unit 15.

[0036] The speed calculation unit 11 is input with an angle signal θ from the position detector 8. m The speed calculation unit 11 calculates the speed based on the angle signal θ. m The angular velocity of motor 3a is calculated, and an angular velocity signal is generated. The speed calculation unit 11 generates a speed signal v of car 5, representing the speed of car 5, based on the angular velocity signal. m And output it.

[0037] For example, the first subtraction unit 12 is a subtractor that performs subtraction processing on the input signal. The first subtraction unit 12 is input with a speed target signal v. ref A speed signal v is input from the speed calculation unit 11 to the first subtraction unit 12. m The first subtraction unit 12 obtains the velocity target signal v ref Subtract the velocity signal v m Output speed error signal v err Velocity error signal v err This indicates the difference between the target speed and the actual speed of car 5.

[0038] A speed error signal v is input from the first subtraction unit 12 to the speed control unit 13. err The speed control unit 13 determines the speed based on the speed error signal v. err Generate and output speed control signal iq v_cont Speed ​​control signal iq v_cont This is to make the velocity error signal v err The signal shown is calculated by the method where the difference converges to the reference value. Speed ​​control signal iq v_cont With the target signal iq of torque current v_cont The same applies. At this time, the speed control unit 13 generates a speed control signal iq by performing proportional, integral, and differential operations. v_cont To meet various operating conditions such as the stable speed of car 5.

[0039] The current measuring unit 14 is a current sensor. The current measuring unit 14 is electrically connected between the motor 3a and the current control unit 15. The current measuring unit 14 measures the current value flowing between the motor 3a and the current control unit 15 and outputs the measurement result. For example, the current measuring unit 14 outputs a drive current signal iq representing the q-axis current value from the measured current value.

[0040] The current control unit 15 is input as the speed control signal iq v_cont The target signal of torque current iq v_cont A drive current signal iq is input from the current measuring unit 14 to the current control unit 15. The current control unit 15 makes the drive current signal iq follow the speed control signal iq. v_cont The drive current is supplied to motor 3a in a certain way.

[0041] In this way, the speed error signal v is realized in the speed control processing. err The speed signal v of car 5 converges within the reference value. m Following the velocity target signal v ref Control.

[0042] Position control processing is mainly performed by the target signal generation unit 16, the second subtraction unit 17, and the car position control unit 18.

[0043] The function of the target signal generation unit 16 is implemented by executing software related to this function using the processor's calculations. The car position signal x from the position detector 8... car The signal is input to the target signal generation unit 16. The target signal generation unit 16 receives the floor position signal x. tgt Floor location signal x tgt This is a signal indicating the position of car 5 at the target floor. Floor position signal x tgt This signal is generated by a higher-level control system device within the control panel 9, which is superior to the car position control device 10. For example, when the car 5 stops at a certain floor, a next floor position signal x for the car 5 is generated. tgt The signal is input to the target signal generation unit 16. The target signal generation unit 16 uses the car position signal x. car and floor location signal x tgt Generate and output the target signal x of the car position. ref At this time, the target signal generation unit 16 corrects the discretization error caused by the software processing cycle and generates a car position target signal x that reflects the correction. ref .

[0044] The second subtraction unit 17 is a subtractor that performs subtraction processing on the input signal. The target signal x of the car position is input from the target signal generation unit 16 to the second subtraction unit 17. refThe second subtraction unit 17 is input with the car position signal x from the position detector 8. car The second subtraction unit 17 uses the target signal x from the car position. ref Subtract the car position signal x car Output car position error signal x err Car position error signal x err This indicates the difference between the target position and the actual absolute position of car 5.

[0045] The second subtraction unit 17 inputs a car position error signal x to the car position control unit 18. err The car position control unit 18 determines the car position error signal x based on the car position error signal x. err Generate car position control signal x cont Car position control signal x cont This is to make the car position error signal x err The signal is calculated in a way that converges to zero. Additionally, the car position control unit 18 generates a car position control signal x. cont As the velocity target signal v ref The result is input to the first subtraction unit 12. That is, the car position control unit 18 generates a signal with the speed target v. ref Car position control signal x with the same signal characteristics cont .

[0046] In this way, the car position error signal x is made possible in the position control processing. err Converging to zero, i.e., the car position signal x car Follow the target signal x of the car position ref That kind of control. At this time, the car position control signal x is input into the speed control processing. cont As the velocity target signal v ref In this situation, the car position control device 10 executes the action to make the car position error signal x err Control of functions that converge to zero. Therefore, the car position signal x car Follows the target signal x of the car position without error ref For example, in elevator system 1, errors in the stopping position caused by disturbances such as friction acting on the car 5 and the stretching and contraction of the ropes can be suppressed. Furthermore, this control is a type 1 position control loop. Therefore, even if a delay occurs in the detection of the absolute position of the car 5, the increase in control deviation can be suppressed.

[0047] Next, use Figure 2 Explanation of target signal generation unit 16.

[0048] Figure 2 This is a block diagram showing the target signal generation unit of the car position control device according to Embodiment 1.

[0049] like Figure 2 As shown, the target signal generation unit 16 includes a signal holding unit 161, a third subtraction unit 162, a transition time calculation unit 163, a position model generation unit 164, an error calculation unit 165, a correction model generation unit 166, and a target signal calculation unit 167.

[0050] The signal holding unit 161 has sampling and holding functions. The signal holding unit 161 receives the car position signal x as input. car .exist Figure 2 When the car 5 (not shown) stops at the landing position, the signal holding unit 161 executes the car position signal x at the landing position. car The signal holding unit 161 holds the car position signal x from the previous landing position. car The value is maintained until the car 5 reaches the next stop position. The signal holding unit 161 holds the value as the initial car position signal x, indicating the position of the car 5. ini Output.

[0051] For example, the third subtraction unit 162 is a subtractor that performs subtraction processing on the input signal. An initial car position signal x is input from the signal holding unit 161 to the third subtraction unit 162. ini Before the car 5 begins to move to the next floor, the third subtraction unit 162 is input with a next floor position signal x, indicating the stopping position of the next floor. tgt After the next floor location signal x was input... tgt At that time, the third subtraction unit 162 receives the signal x from the next floor position. tgt Subtract the initial car position signal x ini The output lifting distance signal x dis Lifting / lowering distance signal x dis This indicates the distance that car 5 needs to move when moving to the next floor.

[0052] The elevation distance signal x is input from the third subtraction unit 162 to the transition time calculation unit 163. dis After being input with the elevation / reduction distance signal x dis In this case, the transition time calculation unit 163 calculates the transition time based on the rise / fall distance signal x. dis For the multiple control modes of car 5, the time when the car transitions from a certain control mode A to the next control mode B, i.e., the transition time T, is calculated. AB At this time, the transition timing calculation unit 163 calculates a group of transition times containing multiple transition times required to switch multiple control modes. The transition timing calculation unit 163 outputs a signal representing the group of transition times.

[0053] The transition time calculation unit 163 inputs a signal representing a group of transition times to the position model generation unit 164. Upon receiving this signal, the position model generation unit 164 generates and outputs a position model based on the group of transition times. The position model is a time progression from the starting point of the car 5's vertical movement to its final position. For example, the position model is represented by a numerical value corresponding to the position of the car 5 at a given moment. This position of the car 5 is a relative position based on the departure floor. The start time of the position model is set to the moment when the car 5 begins to move. This start time is the initial transition time included in the transition time set. The end time of the position model is the estimated time when the car 5 will reach the next floor. This end time is the final transition time included in the group of transition times.

[0054] The transition time calculation unit 163 inputs a signal representing a group of transition times to the error calculation unit 165. When this 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 generating the position model due to the operation cycle of the processing circuit, the sampling period of each value, the numerical processing method used in the calculation, etc. The discretization error is the error caused by the discretization processing when performing this calculation. The distance represented by the discretization error indicates the distance that the car 5 moves according to the position model generated by the position model generation unit 164 and x. dis The difference in distance between floors is shown. The error calculation unit 165 outputs a signal representing the discretization error.

[0055] The transition time calculation unit 163 inputs a signal representing the transition time group to the correction model generation unit 166. The error calculation unit 165 inputs a signal representing the discretization error to the correction model generation unit 166. The correction model generation unit 166 generates and outputs an error correction model based on the transition time group and the discretization error. Similar to the position model, the error correction model represents the time progression from the start of the discretization error movement of car 5 to the point of stopping the movement of car 5. For example, the error correction model is represented by a numerical value corresponding to the position of car 5 at a certain moment. This position of car 5 is a relative position with 0 as the reference. The error correction model is a model used to correct discretization errors.

[0056] The initial car position signal x is input from the signal holding unit 161 to the target signal processing unit 167. ini The position model generation unit 164 inputs a signal representing the position model to the target signal processing unit 167. The correction model generation unit 166 inputs a signal representing the error correction model to the target signal processing unit 167. Alternatively, the target signal processing unit 167 may be input with a signal representing the position of the car 5 shown by the position model at a certain moment and a signal representing the position of the car 5 shown by the error correction model.

[0057] The target signal processing unit 167 superimposes the position model and the error correction model to generate a corrected position model. The corrected position model is obtained by correcting the position of the car 5 shown in the position model by the amount corrected for the position of the car 5 shown in the error correction model. The target signal processing unit 167 compares the position of the car 5 shown in the corrected position model with the initial car position signal x. ini Addition. The target signal processing unit 167 generates a representation every predetermined period that adds the initial car position signal x to the corrected position model. ini The signal of the rear position is used as the target signal x of the car position. ref And output. For example, the specified period is the processing cycle performed by the target signal generation unit 16.

[0058] Next, the principle of discretization error operation by the error calculation unit 165 will be explained.

[0059] The process of generating the position model is implemented by a program contained in the software executed by the processor. The processor executes the process according to each inherent operation cycle. Since the position model is a function of time, this operation cycle is considered a sampling cycle; therefore, sampling errors relative to ideal values ​​may occur during the operation of the position model. Furthermore, the numbers used in this operation, and the numbers representing the results of the operation, are rounded to become defined significant figures. In particular, the values ​​at transition times are sometimes integerized. Therefore, the generated position model may contain quantization errors. Thus, the position model may contain discretization errors that include both sampling errors and quantization errors.

[0060] For example, the effect of discretization error is most significant when calculating the position model in constant speed mode i, where the speed of car 5 reaches its maximum value. The total moving distance x of car 5 in constant speed mode i... mode_i It is represented by (1) below.

[0061] [Formula 1]

[0062] x mode_i =v max *(T ij -T hi (1)

[0063] In equation (1), v max T is the maximum speed of car 5 in constant speed mode i. ij T is the moment when the speed changes from uniform mode i to the next mode j. hi It is the moment when the mode changes from mode h (before uniform speed mode i) to uniform speed mode i.

[0064] For example, in the case where integer operations are performed instead of floating-point operations in the software, T ij and T hi It is calculated as an integer value. In this case, the term (T) in equation (1) ij -T hi The discretization time error may be present in the T value. ij and T hi This is caused by the difference between the true value and the integer-valued version. Let this difference, i.e., the discretization time error, be denoted as Δt. e_i Under the condition of constant speed mode i, the total distance x traveled is mode_i The calculation result becomes the true value of the movement that car 5 should make in mode i, including individual discretization errors x. e_i The value of . Individual discretization error x e_i It is represented by the following formula (2).

[0065] [Formula 2]

[0066] x e_i =v max *Δt e_i (2)

[0067] Such individual discretization errors may arise separately under multiple control modes of the position model. Individual discretization errors can be calculated based on the duration of the corresponding control mode. Discretization error x e It is the sum of individual discretization errors generated under multiple control modes. That is, the discretization error x e It is the discretization error contained in the overall model at a certain location.

[0068] Based on the above principle, the error calculation unit 165 calculates the discretization error corresponding to a certain position model according to the group of transition times.

[0069] Next, use Figure 3 Explain the relationship between multiple control modes, position models, and error correction models.

[0070] Figure 3 This is a diagram showing an example of the control mode, position model, and error correction model set by the car position control device of Embodiment 1.

[0071] Figure 3 (a) illustrates the relationship between multiple control modes and transition times. That is, Figure 3 (a) shows the time progression of multiple control modes. The vertical axis is the mode number of the control mode. The horizontal axis is the time. The time axis of the horizontal axis includes both the time T [s: seconds] corresponding to the position model and the time T′ [s: seconds] corresponding to the error correction model. The time 0 that serves as the starting point for time T and time T′ is the same time.

[0072] Figure 3 (b) shows the relationship between the acceleration of car 5 and time. That is, Figure 3 (b) shows the time-varying acceleration of car 5, i.e., the acceleration model. The vertical axis represents the acceleration of car 5. The horizontal axis represents the time T corresponding to the position model.

[0073] Figure 3 (c) shows the relationship between the speed of car 5 and time. That is, Figure 3 (c) shows the time progression of the velocity of car 5, i.e., the velocity model. The vertical axis is the velocity of car 5. The horizontal axis is the time T corresponding to the position model.

[0074] Figure 3 (d) represents the position model. The vertical axis represents the numerical value of the position of car 5. The horizontal axis represents the time T corresponding to the position model.

[0075] Figure 3 (e) represents the error correction model. The vertical axis represents the numerical value of the position of car 5. The horizontal axis represents the time T′ corresponding to the error correction model.

[0076] For example, the velocity values ​​at each time step in the velocity model are equivalent to the values ​​obtained by differentiating the position model at each time step. Similarly, the acceleration values ​​at each time step in the acceleration model are equivalent to the values ​​obtained by differentiating the velocity model at each time step.

[0077] Next, the various control modes will be explained separately.

[0078] Mode 0 is the mode where car 5 is stopped at a certain floor. At the time T when car 5 departs from that floor... 01 It changes from mode 0 to mode 1.

[0079] Mode 1 is the jerk mode. Jerk is the time-varying change in acceleration. Jerk is also expressed as a jolt or the acceleration of acceleration. In Mode 1, the jerk is positive and constant. In Mode 1, the acceleration of car 5 increases proportionally with time. Mode 1 continues until the specified maximum acceleration is reached at time T. 12 .

[0080] At time T 12 The system transitions from Mode 1 to Mode 2. Mode 2 is a constant acceleration mode. In Mode 2, the jerk is 0. The acceleration is the maximum acceleration, which remains constant. The speed of car 5 increases proportionally with time.

[0081] At time T 23The system transitions from Mode 2 to Mode 3. Mode 3 is the acceleration rounding mode. In Mode 3, the jerk is negative and constant. The acceleration decreases from its maximum value. Mode 3 continues until the acceleration reaches zero at time T. 34 .

[0082] At time T 34 The system transitions from mode 3 to mode 4. Mode 4 is a constant speed mode. In mode 4, the speed is the maximum speed v. max Take a constant value.

[0083] At time T 45 The system transitions from Mode 4 to Mode 5. Mode 5 is the deceleration rounding mode. In Mode 5, the jerk is negative and constant. Acceleration decreases from 0. Velocity decreases from maximum velocity. Mode 5 continues until the specified minimum acceleration is reached at time T. 56 .

[0084] At time T 56 The system transitions from Mode 5 to Mode 6. Mode 6 is a constant acceleration mode with deceleration. In Mode 6, the jerk is 0. The acceleration is the minimum and constant value. The speed of car 5 decreases proportionally with time.

[0085] At time T 67 The system transitions from Mode 6 to Mode 7. Mode 7 is the stop-and-accelerate mode. In Mode 7, the accelerator is positive and constant. The acceleration increases from the minimum acceleration towards 0. The speed of car 5 decreases slowly. Mode 7 continues until the speed of car 5 reaches 0 at time T. 70 That is, at time T 70 Car 5 arrives at the next target floor and stops.

[0086] During the period from the end of mode 1 to the end of mode 7, the position model shifts as shown in (d). Figure 3 As shown, acceleration, velocity, and position change continuously in each mode. In particular, acceleration changes continuously; that is, acceleration does not take discontinuous values ​​at each transition moment. Therefore, the waveforms of velocity and position change smoothly and continuously without any step differences at any given time. This provides a comfortable riding experience for passengers in car 5. The position model is based on acceleration, velocity, and position as... Figure 3 The waveforms shown are generated considering the operational rules. For example, the position model is a cubic function with time as a parameter.

[0087] The transition time calculation unit 163 calculates each transition time based on the lifting distance of the car 5. At this time, the transition time calculation unit 163 calculates each transition time in a manner that enables the generation of a position model based on the calculation rules.

[0088] exist Figure 3 In the example shown, mode 8 represents the control mode for the error correction model. Mode 8 is executed in parallel with modes 1 through 7, which are the control modes for the position model. Mode 8 at time T 34 With time T 45 The time T between 08 Begin. Mode 8 continues until time T. 70 At the same time T 80 That is, during the execution of mode 8, modes 5 through 7 are executed. The time period from mode 5 to mode 7 is the time period during which the acceleration is negative, which is the time period of velocity change. For example, mode 8 is executed during the time period of acceleration change in the position model. In addition, mode 8 can also be executed during the time period of acceleration, which is the time period of mode 1 through mode 3. Furthermore, mode 8 can also be executed at any time period that is not a time period representing either a deceleration range or an acceleration range.

[0089] Time T 08 Set to start from time T 70 The correction time T was traced back. cr The moment. Correction time T cr This is the total time for executing the error correction model. The correction model generation unit 166 ensures that time T... 08 Becoming the next moment T 45 The correction time T is generated in the manner of the previous moment. cr In order to Figure 3 Execution mode 8 for time periods.

[0090] The target signal processing unit 167 generates a corrected position model by superimposing the position model waveform and the error correction model waveform.

[0091] Next, use Figure 4 Explain the error correction model.

[0092] Figure 4 This is a diagram illustrating an example of the error correction model set by the car position control device of Embodiment 1.

[0093] Figure 4 The waveforms of each value in the error correction model over time are shown.

[0094] Figure 4 Figure (a) shows the relationship between the acceleration of car 5 and time in the error correction model. That is, Figure 4(a) shows the time progression of the jerk of car 5, i.e., the jerk model. The vertical axis is the jerk of car 5 in the error correction model. The horizontal axis is the time T′ corresponding to the error correction model.

[0095] Figure 4 (b) shows the time-varying acceleration of car 5, i.e., the acceleration model. The vertical axis represents the acceleration of car 5 in the error correction model. The horizontal axis represents the time T′ corresponding to the error correction model.

[0096] Figure 4 (c) shows the time progression of the velocity of car 5, i.e., the velocity model. The vertical axis is the velocity of car 5 in the error correction model. The horizontal axis is the time T′ corresponding to the error correction model.

[0097] Figure 4 (d) represents the error correction model. The vertical axis represents the position of car 5 in the error correction model. The horizontal axis represents the time T′ corresponding to the error correction model.

[0098] The correction model generation unit 166 generates the model based on the discretization error x. e and correction time T cr Calculate the acceleration value J of the error correction model. e For example, the correction model generation unit 166 calculates the acceleration value J according to the following equation (3). e .

[0099] [Formula 3]

[0100]

[0101] Furthermore, if time integration is possible, the acceleration value J will be... e It may also be a value other than that shown in equation (3).

[0102] The correction model generation unit 166 generates jerk waveforms that change the jerk value within a specified range. The correction model generation unit 166 generates the position waveform of the error correction model by performing a third-order time integral on the jerk waveforms in each range. Furthermore, acceleration and velocity are respectively the first-order integral value of jerk with respect to time and the second-order integral value of jerk with respect to time.

[0103] Because the error correction model is calculated as a third-order integral of the accelerometer waveform, the acceleration, velocity, and position in each mode change continuously. In particular, the acceleration changes continuously; that is, the acceleration does not take discontinuous values ​​between intervals. Therefore, the waveforms of velocity and position, like those in the position model, change continuously and smoothly at any given time within the defined time range, without any step differences.

[0104] Furthermore, the function resulting from the second derivative of the error correction model, i.e., the acceleration model function, is set to have zero values ​​at both ends of the defined time range. That is, the integration constant for the first-order integration of the accelerometer waveform is set to zero, and the boundary conditions of the acceleration mode are set to zero. Therefore, within the defined time range, the acceleration of the error correction model will not change discontinuously.

[0105] In this example, the jerk waveform is a rectangular wave that changes in four stages. Mode 8 is divided into four intervals, from the first interval to the fourth interval. The time for each interval is the correction time T. cr 1 / 4 of the time.

[0106] The first interval starts from time T. 08 The time interval up to time t1. In the first interval, the jerk is the maximum jerk value + J. e The second interval is the time period from time t1 to time t2. During the second interval, the jerk is at its minimum value of -J. e The third interval is the time interval from time t2 to time t3. In the third interval, the jerk is at its minimum value of -J. e The fourth interval is from time t3 to time T. 80 The time interval. In the fourth interval, the jerk is the maximum jerk value + J. e At time T 80 The fourth interval ends, and the jerk is 0.

[0107] Based on the acceleration waveform set as described above, a generator with... Figure 4 An error correction model for a time-shifted waveform as shown.

[0108] Next, use Figure 5 Examples illustrating the state transitions of the control mode.

[0109] Figure 5 This is a bubble diagram used to explain the state transition of the control mode set by the car position control device in Embodiment 1.

[0110] Figure 5 The bubble chart shown corresponds to Figure 3 and Figure 4 The example shown. "Standby" refers to mode 0, which is the standby state.

[0111] In this example, the state transition of the control mode is set to Figure 5The state transition A, represented by the outer ring, and the state transition B, represented by the inner ring, coexist. State transition A and state transition B are independent of each other. State transition A is a bubble diagram corresponding to the position model. State transition B is a bubble diagram corresponding to the error correction model.

[0112] Under state transition A, the number of modes, which are the state numbers, is 8. At time T... 01 The control mode changes from standby to mode 1. For example, at time T... 01 This is the moment when a command to generate a position model is issued from a higher-level control command system to the car position control device 10. After mode 1, the control mode sequentially transitions to mode 7. Afterwards, the control mode changes at time T. 70 Switching from Mode 7 to standby mode.

[0113] Under state transition B, the number of modes, which are the state numbers, is two. At time T′ on the time axis... 08 The control mode of the error correction model changes from standby to mode 8. Then, at time T... 80 The control mode changes from mode 8 to standby mode. At this time, mode 8 changes independently of state transition A.

[0114] In addition, Figures 3 to 5 In the example shown, time T 80 With time T 70 Consistent, but Mode 8 can also transition from the standby state at any time interval contained in state transition A. This is because the error correction model implemented in Mode 8 is generated as a model that itself does not produce unwanted vibrations in the car 5. For example, it could also be at time T. 08 With time T 01 Consistent. That is, it can also switch to mode 8 when the car 5 has just started and is accelerating.

[0115] Next, using Figure 6 Generate the target signal x for the car position ref The processing steps will be explained.

[0116] Figure 6 This is a flowchart illustrating the operation summary of the car position control device in Embodiment 1.

[0117] For example, Figure 6 The flowchart begins when instructions for generating the position model are generated from the higher-level command system.

[0118] In step S1, the target signal generation unit 16 of the car position control device 10 is input with a floor position signal x representing the target floor position. tgtThe target signal generation unit 16 calculates the rise and fall distance. The target signal generation unit 16 calculates the group of transition times.

[0119] Next, step S2 is performed. In step S2, the target signal generation unit 16 calculates the discretization error corresponding to the position model.

[0120] Next, step S3 is performed. The target signal generation unit 16 initializes the processing time of the position model. Specifically, the target signal generation unit 16 sets the time T corresponding to the position model to 0.

[0121] Next, step S4 is performed. The target signal generation unit 16 initializes the processing time of the error correction model. Specifically, the target signal generation unit 16 sets the time T′ corresponding to the error correction model to 0.

[0122] Next, processing is performed for state transition A of the position model and for state transition B of the error correction model. Processing for state transition A corresponds to steps S5 to S8. Processing for state transition B corresponds to steps S9 to S11. Furthermore, each of steps S5 to S11 is performed according to each computation cycle of the processor of the car position control device 10.

[0123] After step S4, step S5 is performed. In step S5, the variable T, which is the processing time of the position model, is incremented. Specifically, the time when T is incremented by 1 becomes the next variable T.

[0124] Next, step S6 is performed. In step S6, the target signal generation unit 16 generates a position model.

[0125] Next, step S7 is performed. In step S7, the target signal generation unit 16 generates and outputs the car position target signal x. ref The target signal for the car's position x ref It is the initial car position signal x ini It is obtained by adding the model obtained by superimposing the position model and the error correction model.

[0126] Next, step S8 is performed. In step S8, the target signal generation unit 16 determines whether variable T is the end time of the position model, i.e., time T. 70 The value is above.

[0127] When it is determined in step S8 that variable T is less than time T 70 If the value is such that, proceed with the processing after step S5. That is, repeat the processing from step S5 to S8.

[0128] When in step S8 it is determined that variable T is time T70 When the value is above a certain threshold, the target signal generation unit 16 terminates the processing of state transition A.

[0129] Thus, in steps S5 to S8, the position model waveform is generated. Additionally, in steps S5 to S8, the target signal x representing the car's position is generated. ref The waveform over time.

[0130] Furthermore, after step S4, step S9 is performed. In step S9, the variable T′, which is the processing time of the error correction model, is incremented. Specifically, the moment when T′ is incremented by 1 becomes the next variable T′.

[0131] Next, the processing in step S10 is performed. Furthermore, the processing in step S10 begins and completes before the processing in step S7. In step S10, the target signal generation unit 16 generates an error correction model. This error correction model is used in the processing in step S7.

[0132] Next, the process in step S11 is performed. In step S11, the target signal generation unit 16 determines whether variable T′ is the end time of the error correction model, i.e., time T. 80 The value is above.

[0133] When it is determined in step S11 that variable T′ is less than time T 80 If the value is such that, proceed with the processing after step S9. That is, repeat the processing from step S9 to S11.

[0134] When in step S11, it is determined that variable T′ is time T 80 When the value is above a certain threshold, the target signal generation unit 16 terminates the processing of state transition B.

[0135] According to Embodiment 1 described above, the car position control device 10 controls the position of the car 5, detected by the APS (Actuator for Position Detector) 8, to follow the target position. The car position control device 10 includes a position model generation unit 164, an error calculation unit 165, a correction model generation unit 166, and a target signal calculation unit 167. Before generating the target position, the car position control device 10 calculates the discretization error generated during position model generation. The car position control device 10 reflects this discretization error when generating the target position based on the position model. At this time, the car position control device 10 generates an error correction model based on the discretization error and superimposes it onto the position model. The car position control device 10 uses the superimposed result, i.e., the corrected position model, to reflect the position of the car 5 at the previous floor, generating the target position. Therefore, errors caused by the position model can be suppressed. In particular, in the case of a car position control device where the computational processing is performed in integer mode instead of floating-point mode for processor performance reasons, this error is effectively suppressed. As a result, the position control accuracy of the car 5 can be improved. Furthermore, the error correction model is not executed sequentially with the position model in time, but rather superimposed on it. Therefore, it is possible to suppress the increase in the travel time of car 5 for discretization error correction. As a result, passenger convenience is improved.

[0136] Furthermore, the error correction model is a function of time. The acceleration model obtained by taking the second derivative of the error correction model function is continuous at any time within the defined time range. This acceleration model has a value of zero at both ends of the defined time range. That is, in the error correction model, the time transition of acceleration becomes a smooth waveform that does not change discontinuously. However, when the time transition of acceleration changes discontinuously, intentional car vibrations that passengers may feel occur in car 5, deteriorating the riding experience in car 5. In this situation, passengers will feel uneasy. The error correction model in this invention can suppress this deterioration in riding experience.

[0137] Furthermore, both the position model and the error correction model are functions of time. The position model has acceleration and deceleration ranges, which are acceleration and deceleration ranges that are time intervals during which the acceleration value is not zero. The time interval of the error correction model is defined as the time interval encompassing this acceleration or deceleration range. That is, the movement used to correct discretization errors is performed in parallel during the acceleration or deceleration of car 5. Therefore, compared to the case where the movement used to correct discretization errors is performed separately from the position model, the movement time of car 5 can be shortened. In addition, the error correction model used to correct discretization errors requires acceleration and deceleration of car 5. By performing acceleration and deceleration in the error correction model within the acceleration or deceleration range, the acceleration and deceleration in the error correction model are masked by the acceleration and deceleration in the position model. That is, the acceleration and deceleration perceived by passengers in the error correction model can be suppressed. As a result, the deterioration of the riding experience in car 5 caused by the error correction model can be suppressed.

[0138] In addition, the waveform of the error correction model only needs to be a waveform that will not induce vibrations above the specified level in car 5, and it does not have to be a waveform. Figure 4 The waveform shown.

[0139] Next, use Figure 7 An example of the hardware constituting the car position control device 10 will be described.

[0140] Figure 7 This is a hardware structure diagram of the car position control device according to Embodiment 1.

[0141] The functions of the car position control device 10 can be implemented 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 circuit includes at least one dedicated hardware 200.

[0142] When the processing circuit includes at least one processor 100a and at least one memory 100b, the functions of the car position control device 10 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. At least one of the software and firmware is stored in at least one memory 100b. The at least one processor 100a implements the functions of the car position control device 10 by reading and executing the program stored in the at least one memory 100b. The at least one processor 100a is also referred to as a central processing unit, processing device, 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, magnetic disk, floppy disk, optical disk, compact disc, mini-disk, DVD, etc.

[0143] When the processing circuit has at least one 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, an FPGA, or a combination thereof. For example, each function of the car position control device 10 is implemented by a separate processing circuit. For example, each function of the car position control device 10 is implemented by a unified processing circuit.

[0144] Regarding the various functions of the car position control device 10, some can be implemented using dedicated hardware 200, while others can be implemented using software or firmware. For example, the functions of the current control unit 15 can be implemented by a processing circuit that is a dedicated hardware 200, and functions other than those of the current control unit 15 can be implemented by at least one processor 100a reading and executing a program stored in at least one memory 100b.

[0145] Thus, the processing circuit implements the various functions of the car position control device 10 through hardware 200, software, firmware, or a combination thereof.

[0146] Industrial availability

[0147] As described above, the car position control device of the present invention can be used in elevator systems.

[0148] Label Explanation

[0149] 1: Elevator system; 1a: Mechanical structure; 2: Shaft; 3a: Motor; 3b: Sheave; 4: Main rope; 5: Car; 6: Counterweight; 7: Angle detector; 8: Position detector; 9: Control panel; 10: 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 model generation unit; 165: Error calculation unit; 166: Correction model generation unit; 167: Target signal calculation unit; 100a: Processor; 100b: Memory; 200: Hardware.

Claims

1. A car position control device that controls the car in such a way that the car position output from a position detector that detects the position of the elevator car follows a target position, wherein, The car position control device includes: A position model generation unit generates a position model that represents the time progression of the car's position from the start of the movement of the lifting distance to the stop when the car is about to move a lifting distance toward the next floor. The error calculation unit calculates the discretization error between the distance shown in the position model and the elevation distance, wherein the discretization error is the error generated during the calculation of generating the position model; The correction model generation unit generates an error correction model that represents the time progression of the car's position from the start of the movement of the distance of the discretized error calculated by the error calculation unit to the point of stopping; as well as The target signal processing unit calculates the target position by reflecting the position of the car output from the position detector when the car stops at the previous floor into a corrected position model obtained by superimposing the position model and the error correction model.

2. The car position control device according to claim 1, wherein, The error correction model is a function of time, and is a function whose second-order differential function is continuous at any time within the defined time range and whose second-order differential value is zero at both ends of the defined time range.

3. The car position control device according to claim 1 or 2, wherein, The position model is a function of time, and specifically a function with an acceleration / deceleration range, which is the time interval during which the value of the second-order differential acceleration function is not zero. The error correction model is a function of time, and is a function whose time range is defined in a manner that includes the acceleration / deceleration range.

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