CABIN POSITION CONTROL DEVICE

Abstract

A cabin position control device is provided that is capable of suppressing errors due to a position pattern. The cabin position control device is a cabin position control device that performs control in such a way that a cabin position is made to follow a target position, wherein the cabin position control device comprises: a position pattern generation unit that generates a position pattern indicating a temporal transition of a cabin position as the cabin moves over a lift / lower distance to the next floor, from the beginning of the movement over the lift / lower distance until the cabin stops; an error calculation unit that calculates a discretization error that is generated when a calculation is performed that generates the position pattern;a correction pattern generation unit that generates an error correction pattern which represents a temporal transition of the cabin's position from the start of the cabin's movement, over a distance of the discretization error calculated by the error calculation unit, until the cabin stops; and a target signal calculation unit that calculates the target position by reflecting a cabin position output by a position detector when the cabin stops at a previous floor onto a corrected position pattern in which the position pattern and the error correction pattern are superimposed.

Description

Technical area

[0001] The present disclosure relates to a car position control device of an elevator. State of the art

[0002] PTL 1 discloses an elevator system. The elevator system is equipped with an APS (Absolute Position Sensor), a position detector that continuously detects the absolute position of a car. The elevator system can implement car position control by generating a target position of the car and adjusting a measured position of the car, which is a detection result of the APS, to track the target position. Citation listPatent literature

[0003] [PTL 1] Japanese Patent No. 6797742 Summary of the inventionProblem to be solved by the invention

[0004] In the car position control implemented by the elevator system described in PTL 1, a position pattern must be generated, which is a temporal transition of a position from the start of the car's movement to the car's stop, to generate the target position of the car. The position pattern is generated by a calculation performed by a software-based calculation processor. However, since the position pattern is a function of time, a discretization error may occur during the generation of the position pattern based on a generation period of the processor. Therefore, an error may be generated between a moving distance according to the position pattern and an actual lifting / lowering distance.

[0005] The present disclosure was made to solve the problem described above. An object of the present disclosure is to provide a car position control device capable of suppressing an error due to a position pattern. Means to solve the problems

[0006] A car position control device according to the present disclosure is a car position control device that controls a car of an elevator so that a position of the car output from a position detector that detects a position of the car follows a target position, the car position control device comprising: a position pattern generation unit that generates a position pattern indicating a temporal transition of a position of the car when the car moves a lifting / lowering distance toward a next floor, from the start of movement over the lifting / lowering distance to the stop of the car; an error calculation unit that calculates a discretization error between a distance indicated in the position pattern and the lifting / lowering distance, the discretization error being an error generated when performing a calculation that generates the position pattern;a correction pattern generation unit that generates an error correction pattern indicating a temporal transition of a position of the car from a start of movement by the car over a distance of the discretization error calculated by the error calculation unit to the stop of the car; and a target signal calculation unit that calculates the target position by reflecting a position of the car, output from the position detector when the car stops at a previous floor, onto a corrected position pattern in which the position pattern and the error correction pattern are superimposed on each other. Advantageous effects of the invention

[0007] According to the present disclosure, a target position is calculated based on a corrected position pattern in which a position pattern and an error correction pattern are superimposed. Therefore, an error due to the position pattern can be suppressed. Short description of the drawings [ Fig. 1] Fig. 1 is a diagram showing an outline of an elevator system to which a car position control device according to Embodiment 1 is applied. [ Fig. 2] Fig. 2 is a block diagram showing a target signal generating unit of the car position control device according to Embodiment 1. [ Fig. 3] Fig. 3 is a diagram showing examples of control modes, a position pattern, and an error correction pattern set by the car position control device according to Embodiment 1. [ Fig. 4] Fig. 4 is a diagram showing an example of an error correction pattern set by the car position control device according to Embodiment 1. [ Fig. 5] Fig. 5 is a bubble diagram for describing an outline of a state transition of control modes set by the car position control device according to Embodiment 1. [ Fig. 6] Fig. 6 is a flowchart for describing an outline of an operation by the car position control device according to Embodiment 1. [ Fig. 7] Fig. 7 is a hardware configuration diagram of the car position control device according to Embodiment 1. Description of the embodiment

[0008] An embodiment for carrying out the present disclosure will be described in accordance with the accompanying drawings. In the corresponding figures, like or equivalent portions are designated by like reference numerals. Redundant descriptions of such portions are simplified or omitted where deemed appropriate. Embodiment 1

[0009] Fig. 1 is a diagram showing an outline of an elevator system to which a car position control device according to Embodiment 1 is applied.

[0010] In an elevator system 1, which is in Fig. As shown in Figure 1, the components enclosed by a dashed line 1a are mechanical components. In the elevator system 1, a shaft 2 penetrates each floor of a building (not shown). A machine room (not shown) is provided directly above the shaft 2. A motor 3a is provided in the machine room. A pulley 3b is connected to a rotating shaft of the motor 3a.

[0011] A main rope 4 winds around the sheave 3b. A cabin 5 is provided within the shaft 2. The cabin 5 is suspended on one side of the main rope 4. A counterweight 6 is provided within the shaft 2. The counterweight 6 is suspended on the other side of the main rope 4.

[0012] The elevator system 1 is further equipped with an angle detector 7, a position detector 8 and a control panel 9.

[0013] The angle detector 7 is mounted on the motor 3a. The angle detector 7 is, for example, an encoder (ENC). The angle detector 7 detects the rotation angle of the rotating shaft of the motor 3a. The angle detector 7 outputs an output signal corresponding to the detected rotation angle.

[0014] For example, the position detector 8 is provided in the car 5. The position detector 8 can constantly detect an absolute position of the car 5 in the shaft 2. For example, the position detector 8 detects the absolute position of the car 5 by reading a detected body (not shown) provided so as to extend from an upper end to a lower end of the shaft 2. The absolute position of the car 5 is a value for the height of the car 5 in the shaft 2. The absolute position of the car 5 can also be expressed as a relative position of the car 5 with respect to the building. The position detector 8 is also called an APS. The position detector 8 outputs an output signal indicating the detected absolute position of the car 5.

[0015] The control panel 9 is provided in the machine room. The control panel 9 is electrically connected to the motor 3a. The control panel 9 can fully control the elevator system 1.

[0016] When the car 5 is operating normally, a drive current is supplied to the motor 3a via the control panel 9. The motor 3a rotates the rotating shaft according to the drive current. The pulley 3b rotates synchronously with the rotating shaft of the motor 3a. The main rope 4 moves to follow the rotation of the pulley 3b. The car 5 and the counterweight 6 rise and fall in opposite directions to follow the movement of the main rope 4. The angle detector 7 outputs an angle signal θ. m , which indicates the angle of rotation of the rotating shaft of the motor 3a, to the control panel 9. The position detector 8 generates a car position signal x car, which indicates the absolute position of the car 5, and outputs the car position signal x car to the control panel 9. The position detector 8 generates the car position signal x car and gives the car position signal x car in a shorter period of time than an internal calculation period of the control panel 9.

[0017] The control panel 9 controls a speed and a position of the car 5 using at least one of the input angle signals θ m and the entered car position signal x car. When the car 5 moves from a specific floor to the next floor, the control panel 9 controls the speed of the car 5 based on a variety of control modes. For example, the speed of the car 5 is controlled while switching between modes such as a constant acceleration mode in which the acceleration assumes a constant value and a constant speed mode in which the speed assumes a constant value. For example, when the car 5 is to land at a landing position of a hall (not shown), the control panel 9 performs control of landing at the landing position.

[0018] The control panel 9 is equipped with a cabin position control device 10 as a device that controls the position of the cabin 5.

[0019] For example, the car position control device 10 consists of respective elements provided in electrical circuit boards. The respective elements perform processing by processors included in a processing circuit for calculations. Note that the respective elements may include a processing circuit that does not have a calculation function. The car position control device 10 is electrically connected to the motor 3a.

[0020] The car position control device 10 generates a target position of the car 5. A signal indicating an 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 such that the absolute position of the car 5 is adjusted following the target position. In particular, the car position control device 10 generates a speed command signal v ref by a position control processing of the car 5. The car position control device 10 generates a torque current target signal iq v_cont , which corresponds to the speed command signal v ref by a speed control processing of the car 5. The car position control device 10 supplies the motor 3a with a drive current according to the torque current target signal iq v_cont .

[0021] The car position control device 10 is equipped with 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.

[0022] 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.

[0023] The angle signal θ m from the position detector 8 is input to the speed calculation unit 11. The speed calculation unit 11 calculates an angular velocity of the motor 3a from the angle signal θ mand generates an angular velocity signal. The velocity calculation unit 11 generates a velocity signal v m of the cabin 5, which indicates the speed of the cabin 5 from the angular velocity signal, and outputs the speed signal v m out of.

[0024] For example, the first subtraction unit 12 is a subtractor that performs the subtraction processing of an input signal. The speed target signal v ref is input into the first subtraction unit 12. The speed signal v m is input from the speed calculation unit 11 into the first subtraction unit 12. The first subtraction unit 12 subtracts the speed signal v m from the speed setpoint signal v ref and outputs a speed error signal v err The speed error signal v errindicates a difference between a target speed and an actual speed of car 5.

[0025] The speed error signal v err is input from the first subtraction unit 12 to the speed control unit 13. The speed control unit 13 generates a speed control signal iq v_cont based on the speed error signal v err and outputs the speed control signal iq v_cont The speed control signal iq v_cont is a signal calculated so that the speed error signal v err displayed difference remains within a reference value. The control signal iq v_cont is the same as the torque current target signal iq v_cont . The speed control unit 13 generates the control signal iq v_contthrough a proportional calculation, an integral calculation and a difference calculation to meet various conditions for operation, such as that the speed of the car 5 has a stable value.

[0026] The current measurement unit 14 is a current sensor. The current measurement unit 14 is electrically connected between the motor 3a and the current control unit 15. The current measurement unit 14 measures a value of a current flow between the motor 3a and the current control unit 15 and outputs a measurement result. For example, the current measurement unit 14 outputs a drive current signal iq, which indicates a q-axis current value in the measured current value.

[0027] The torque current target signal iq v_cont , which is the speed control signal iq v_contis input to the current control unit 15. The drive current signal iq is input from the current measuring unit 14 to the current control unit 15. The current control unit 15 supplies the motor 3a with a drive current so that the drive current signal iq corresponds to the control signal iq v_cont follows.

[0028] In this way, the control is realized in the control processing so that the speed signal v m the car 5 to the speed setpoint signal v ref follows, while the speed error signal v err is kept within the reference value.

[0029] The 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.

[0030] A function of the target signal generation unit 16 is implemented as software, with the corresponding function being executed based on a calculation performed by the processor. The car position signal x car from the position detector 8 is input to the target signal generating unit 16. A floor position signal x tgt is input to the target signal generating unit 16. The floor position signal x tgt is a signal indicating the position of a destination floor of car 5. The floor position signal x tgt is generated by a control system device higher order than the car position control device 10 within the control panel 9. For example, a next floor position signal x tgtof the car 5 and input to the target signal generating unit 16 while the car 5 is stopped at a given floor. The target signal generating unit 16 generates a car position target signal x ref using the car position signal x car and the floor position signal x tgt and outputs the car position target signal x ref At this time, the target signal generation unit 16 corrects a discretization error due to a calculation processing period in the software and generates the car position target signal x ref on which the correction affects.

[0031] The second subtraction unit 17 is a subtractor that performs subtraction processing of an input signal. The car position target signal x ref is input from the signal generating unit 16 to the second subtraction unit 17. The car position signal x carfrom the position detector 8 is input to the second subtraction unit 17. The second subtraction unit 17 subtracts the car position signal x car from the car position target signal x ref and outputs a car position error signal x err The car position error signal x err indicates a difference between the target position and an actual absolute position of car 5.

[0032] The car position error signal x err is input from the second subtraction unit 17 to the car position control unit 18. The car position control unit 18 generates a car position control signal x cont based on the car position error signal x err . The car position control signal x cont is a signal calculated so that the car position error signal x errconverges to zero. It should be noted that the car position control unit 18 supplies the car position control signal x cont as speed setpoint signal v ref generated and the car position control signal x cont used as input to the first subtraction unit 12. In other words, the car position control unit 18 generates the car position control signal x cont , which has a similar characteristic to the speed command signal v ref has.

[0033] In this way, during control processing, the control is realized so that the car position error signal x err converges to zero or, in other words, the car position signal x car the car position target signal x ref The car position control signal x cont as speed target signal v refinput to the speed control processing. In this case, the car position control device 10 executes the control so that the car position error signal x err converges to zero. Therefore, the car position signal x car the car position target signal x ref error-free. For example, in the elevator system 1, an error in a landing position caused by turbulence such as friction acting on the car 5 and the expansion and contraction of a rope is suppressed. The controller represents a position control loop of a first type. Therefore, even if there is a delay in detecting the absolute position of the car 5, an increase in the control deviation is suppressed.

[0034] Next, the target signal generating unit 16 will be described with reference to Fig. 2 described.

[0035] Fig. 2 is a block diagram showing the target signal generating unit of the car position control device according to Embodiment 1.

[0036] As in Fig. 2, the target signal generation unit 16 is equipped with a signal holding unit 161, a third subtraction unit 162, a transition timing calculation unit 163, a position pattern generation unit 164, an error calculation unit 165, a correction pattern generation unit 166, and a target signal calculation unit 167.

[0037] The signal holding unit 161 has a sample and hold function. The car position signal x car is an input for the signal holding unit 161. While the car 5 (in Fig. 2 not shown) is held at a landing, the signal holding unit 161 carries out the holding of the car position signal x carat the landing. The signal holding unit 161 holds a value of the car position signal x car at a previous landing until the car 5 arrives at a next landing. The signal holding unit 161 outputs a held value as an initial car position signal x ini which indicates a position of cabin 5.

[0038] For example, the third subtraction unit 162 is a subtractor that performs subtraction processing on an input signal. The initial car position signal x ini of the car is input from the signal holding unit 161 into the third subtraction unit 162. Before the car 5 moves to the next floor, a next floor position signal x tgt , which indicates the position of the elevator landing of the next floor, is input into the third subtraction unit 162. When the next floor position signal x tgtthe third subtraction unit 162 subtracts the initial car position signal x ini from the next floor position signal x tgt and gives a signal for the lifting / lowering distance x dis The lifting / lowering distance x dis specifies a distance over which the car 5 moves when moving to a next floor.

[0039] The lifting / lowering distance x dis is input from the third subtraction unit 162 to the transition timing calculation unit 163. When the signal of the lifting / lowering distance x dis is input, the transition timing calculation unit 163 calculates based on the signal of the lifting / lowering distance x disa transition timing TAB, which is a timing at which a transition occurs from a given control mode A to a next control mode B with respect to a plurality of control modes of the car 5. At this time, the transition timing calculation unit 163 calculates respective sets of transition timings, including a plurality of transition timings required to cause the plurality of control modes to perform transitions. The transition timing calculation unit 163 outputs output signals indicative of the sets of transition timings.

[0040] A signal indicating a set of transition timings is input from the transition timing calculation unit 163 to the position pattern generation unit 164. Upon input of the signal, the position pattern generation unit 164 generates a position pattern based on the set of transition timings and outputs the position pattern. The position pattern is a temporal transition of a position of the car 5 from the start of movement through the lifting / lowering distance by the car 5 to the stop of the car 5. For example, the position pattern is expressed by a numerical value corresponding to a position of the car 5 at a given time. The position of the car 5 is a relative position with a position of a departure floor as a reference. A time at which the car 5 starts moving is set as a start time of the position pattern. The start time is a first transition time including the transition timings.An end time of the position pattern is a predicted time of arrival of car 5 at a next floor position. The end time is a final transition time that includes the transition times.

[0041] A signal indicating the set transition timings is input from the transition timing calculation unit 163 to the error calculation unit 165. Upon input of the signal, the error calculation unit 165 calculates a value of a discretization error. The discretization error is an error included in a distance that may occur during the generation of the position pattern due to a calculation period of the processing circuit, a sampling period of each numerical value, a calculation method of numerical values ​​adopted for the calculation, and the like. The discretization error is an error due to discretization processing performed during the calculation.A distance indicated by the discretization error represents a difference between a distance over which the car 5 moves according to a position pattern generated by the position pattern generating unit 164 and a distance indicated by x. dis specified distance between floors. The error calculation unit 165 outputs a signal indicating the discretization error.

[0042] A signal indicating a set of transition timings is input from the transition timing calculation unit 163 to the correction pattern generation unit 166. A signal indicating the discretization error is input from the error calculation unit 165 to the correction pattern generation unit 166. The correction pattern generation unit 166 generates an error correction pattern based on the set of transition timings and the discretization error and outputs the error correction pattern. The error correction pattern is a temporal transition of a position of the car 5 from a start of movement through a distance of the discretization error by the car 5 to a stop of the car 5, similar to the position pattern. For example, the error correction pattern is expressed by a numerical value corresponding to the position of the car 5 at a given time. The position of the car 5 is a relative position with 0 as a reference.The error correction pattern is a pattern for correcting the discretization error.

[0043] The initial car position signal x ini is input from the signal holding unit 161 to the target signal calculation unit 167. A signal indicative of a position pattern is input from the position pattern generation unit 164 to the target signal calculation unit 167. A signal indicative of an error correction pattern is input from the correction pattern generation unit 166 to the target signal calculation unit 167. Note that a signal indicative of the position of the car 5 indicated in the position pattern and a signal indicating the position of the car 5 indicated in the error correction pattern at a given time can be input to the target signal calculation unit 167.

[0044] The target signal calculation unit 167 superimposes the position pattern and the error correction pattern and generates a corrected position pattern. The corrected position pattern is a position pattern in which the position of the car 5 indicated in the original position pattern has been corrected by an amount corresponding to the position of the car 5 indicated in the error correction pattern. The target signal calculation unit 167 adds the initial car position signal x ini to the position of the car 5 indicated in the corrected position pattern. For each specified period, the target signal calculation unit 167 generates a signal indicating a position obtained by adding the initial car position signal x ini to the corrected position pattern as car position target signal x refis obtained, and outputs the generated signal. For example, the specific period is a calculation period of the processing performed by the target signal generating unit 16.

[0045] Next, a principle of the discretization error calculated by the error calculation unit 165 will be described.

[0046] The processing by which a position pattern is generated is realized as a program included in software executed by a processor. The processor performs execution processing for each generation period. Since a position pattern is a function of time and its generation period is regarded as a sampling period, a sampling error with respect to an ideal value may occur when calculating a position pattern. In addition, numbers used during calculation and numbers representing a result of the calculation are subjected to rounding such as truncation to become significant figures. In particular, a value of a transition time point may be converted to an integer. As a result, the generated position pattern may contain a quantization error.Therefore, the position pattern may contain a discretization error that includes such a sampling error and a quantization error.

[0047] For example, the effect of a discretization error is most noticeable when calculating a position pattern in a constant velocity mode i, in which the velocity of car 5 assumes a maximum value. A total moving distance x mode_i of the car 5 in constant speed mode i is represented by (1) below. [Math. 1] xmode_i=vmax∗(Tij−Thi)

[0048] In expression (1), v max the maximum speed of car 5 in constant speed mode i. T ij denotes the time of transition from constant speed mode i to the next mode j. T hidenotes the time of transition from mode h before constant speed mode i to constant speed mode i.

[0049] For example, if a calculation of integer type instead of floating point type is to be performed by a software, T ij and T hi as integer values. In this case, the expression (T ij - T hi ) in expression (1) contains a discretization time error. This is due to a difference between the true values ​​and the converted integer values ​​of T ij and T hi If the discretization error of time, which is the difference, is denoted by Δt e_i is a calculation result of the total moving distance x mode_i in constant speed mode i a value that represents an individual discretization error x e_iwith respect to a true value over which the car 5 should move in mode i. The individual discretization error x e_i is represented by the following expression (2). [Math. 2] xe_i=vmax∗Δ te_i

[0050] Such an individual discretization error can occur in each of the plurality of control modes in a position pattern. The individual discretization error can be calculated from a duration of a corresponding control mode. A discretization error x e is a sum of individual discretization errors that occur in the multitude of control modes. In other words, the discretization error x e a discretization error contained in a given position pattern as a whole.

[0051] The error calculation unit 165 calculates a discretization error corresponding to a given position pattern from a set of transition time points based on the principle described above.

[0052] Next, a relationship between a plurality of control modes, a position pattern, and an error correction pattern will be explained with reference to Fig. 3 described.

[0053] Fig. 3 is a diagram showing examples of control modes, a position pattern, and an error correction pattern set by the car position control device according to Embodiment 1.

[0054] In Fig. 3 (a) shows a relationship between the plurality of control modes and transition timings. In other words, (a) shows in Fig. 3 Time transitions of the plurality of control modes. The ordinate represents the ordinal numbers of the control modes. The abscissa represents the time point. In this case, the time axis, which is the abscissa, includes both time points T (s: seconds) corresponding to the position pattern and time points T' (s: seconds) corresponding to the error correction pattern. Time points 0 are the origin points of time T, and time points T' represent the same timing.

[0055] In Fig. 3, (b) represents a relationship between an acceleration of the car 5 and a time point. In other words, (b) shows Fig. 3 an acceleration pattern, which is a temporal transition of the acceleration of the car 5. An axis of the ordinate represents the acceleration of the car 5. An axis of the abscissa represents a time T corresponding to the position pattern.

[0056] In Fig. 3, (c) represents a relationship between a speed of the car 5 and a time. In other words, (c) shows in Fig. 3 a speed pattern, which is a temporal transition of the speed of the car 5. An axis of the ordinate represents the speed of the car 5. An axis of the abscissa represents a time T corresponding to the position pattern.

[0057] In Fig. 3, (d) represents a position pattern. An axis of the ordinate represents a numerical value indicating a position of the car 5. An axis of the abscissa represents a time T corresponding to the position pattern.

[0058] In Fig. 3, (e) represents an error correction pattern. An axis of ordinate represents a numerical value indicating a position of the car 5. An axis of abscissa represents a time T' corresponding to the error correction pattern.

[0059] For example, a velocity value at any time in a velocity pattern corresponds to a value obtained by differentiating the position pattern at any time. An acceleration value at any time in an acceleration pattern corresponds to a value obtained by differentiating the velocity pattern at any time.

[0060] Next, each of the variety of control modes is described.

[0061] Mode 0 is a mode in which car 5 is held at a given position on the floor. A transition from mode 0 to mode 1 occurs at a time T 01 at which cabin 5 leaves the floor.

[0062] Mode 1 is an acceleration jerk mode. Jerk refers to the rate of change of acceleration over time. Jerk is also expressed as shock. In Mode 1, the jerk has a constant positive value. In Mode 1, the acceleration of car 5 increases proportionally to time. Mode 1 is used until a time T 12 continued until a specified maximum acceleration is reached.

[0063] At time T 12 A transition is made from mode 1 to mode 2. Mode 2 is a constant acceleration mode. In mode 2, the jerk is 0. The acceleration assumes a constant value at maximum acceleration. The speed of car 5 increases proportionally to time.

[0064] At a time T 23a transition is made from mode 2 to mode 3. Mode 3 is an acceleration rounding mode. In mode 3, the jerk has a constant negative value. The acceleration decreases from the maximum acceleration. Mode 3 is used until a time T 34 where the acceleration drops to 0.

[0065] At time T 34 a transition is made from mode 3 to mode 4. Mode 4 is a constant speed mode. In mode 4, the speed takes a constant value at a maximum speed v max to.

[0066] At time T 45 a transition is made from mode 4 to mode 5. Mode 5 is a deceleration rounding mode. In mode 5, the jerk has a constant negative value. The acceleration decreases from 0. The speed decreases from the maximum speed. Mode 5 is used until a time T 56continued until a specified minimum acceleration is reached.

[0067] At time T 56 A transition is made from mode 5 to mode 6. Mode 6 is a mode that constantly accelerates and decelerates. In mode 5, the jerk is 0. The acceleration assumes a constant value at the minimum acceleration. The speed of car 5 decreases proportionally to time.

[0068] At a time T 67 a transition is made from mode 6 to mode 7. Mode 7 is a landing mode. In mode 7, the jerk has a constant positive value. The acceleration increases from the minimum acceleration towards 0. The speed of car 5 gradually decreases. Mode 7 is used until a time T 70 where the speed of car 5 drops to 0. In other words, car 5 reaches the point in time T 70a landing position of the next destination floor and stops.

[0069] The position pattern changes as shown in (d) until Mode 1 to Mode 7 end. As shown in Fig. 3, acceleration, speed, and position change continuously in each mode. In particular, the acceleration changes continuously. In other words, the acceleration does not take a discontinuous value at each transition time. Therefore, the waveforms represented by speed and position do not have a stepwise difference at any time and change continuously and smoothly. The passengers of the cabin 5 can be provided with a comfortable ride quality. The position pattern is generated based on a calculation rule designed so that acceleration, speed, and position satisfy the Fig. 3. For example, the position pattern is a cubic function with time as a parameter.

[0070] The transition timing calculation unit 163 calculates each transition timing based on a lifting / lowering distance over which the car 5 moves. Here, the transition timing calculation unit 163 calculates each transition timing in such a manner that a position pattern can be generated based on the calculation rule.

[0071] In the Fig. In the example shown in Figure 3, Mode 8 is a control mode that displays an error correction pattern. Mode 8 is executed in parallel with Mode 1 to Mode 7, which are control modes of the position pattern. Mode 8 is executed at a time T 08 started, which is between the time T 34 and time T 45 Mode 8 is used until a time T 80 continued, which begins at time T 70is identical. In other words, Mode 5 to Mode 7 are executed while Mode 8 is executed. A time frame from Mode 5 to Mode 7 is a time frame in which the acceleration as a deceleration range is negative and in which the velocity is changing. For example, Mode 8 is executed in a time frame in which the acceleration in the position pattern is changing. Note that Mode 8 can be executed during a time frame of an acceleration range, which is the time frame from Mode 1 to Mode 3. Alternatively, Mode 8 can be executed during any time that is not the time of an acceleration / deceleration range, which represents a deceleration range or an acceleration range.

[0072] The time T 08 is set to a time that corresponds to time T 70 by a correction time T cr The correction time T cris a total time during which the error correction pattern is executed. The correction pattern generation unit 166 generates the correction time T cr such that the time T 08 is a point in time that corresponds to time T 45 immediately precedes, and that Mode 8 during the Fig. 3 timeframe shown.

[0073] The target signal calculation unit 167 generates a corrected position pattern by superimposing the waveform of the position pattern and the waveform of the error correction pattern.

[0074] Next, an error correction pattern is developed with reference to Fig. 4 described.

[0075] Fig. 4 is a diagram showing an example of an error correction pattern set by the car position control device according to Embodiment 1.

[0076] Fig. 4 shows a waveform of a temporal transition of each numerical value in the error correction pattern.

[0077] In Fig. Figure 4 (a) represents a relationship between the jerk of the car 5 and a time point in the error correction pattern. In other words, (a) shows Fig. 4 shows a jerk pattern, which is a temporal transition of the jerk of car 5. An axis of ordinate represents the jerk of car 5 in the error correction pattern. An axis of abscissa represents a time T' corresponding to the error correction pattern.

[0078] In Fig. Figure 4(b) shows an acceleration pattern representing a temporal transition of the acceleration of the car 5. The ordinate axis represents the acceleration of the car 5 in the error correction pattern. The abscissa axis represents a time point T' corresponding to the error correction pattern.

[0079] In Fig. Figure 4 (c) shows a speed pattern, which is a temporal transition of the speed of the car 5. An ordinate axis represents the speed of the car 5 in the error correction pattern. An abscissa axis represents a time T' corresponding to the error correction pattern.

[0080] In Fig. 4 (d) represents the error correction pattern. An axis of ordinate represents a numerical value indicating a position of the car 5 in the error correction pattern. An axis of abscissa represents a time T' corresponding to the error correction pattern.

[0081] The correction pattern generation unit 166 calculates a jerk value J e of the error correction pattern from the discretization error x e and the correction time T cr . For example, the correction pattern generation unit 166 calculates the jerk value J e based on the following equation (3). [Math. 3] Je=32xeTcr2

[0082] It should be noted that the jerk value J e does not have to take the value represented by expression (3) as long as the jerk value J e enables time integration.

[0083] The correction pattern generation unit 166 generates a jerk waveform that causes the jerk value to transition around a specific section. The correction pattern generation unit 166 generates a waveform at a position of the error correction pattern by performing third-order time integration with respect to the jerk waveform in each section. Note that acceleration and velocity are respectively a first-order integration value of the jerk and a second-order integration value of the jerk with respect to time.

[0084] Since the error correction pattern is calculated as the third-order integration value of the jerk waveform, acceleration, velocity, and position change continuously in each mode. In particular, acceleration changes continuously. In other words, acceleration does not take on a discontinuous value between two sections. Therefore, waveforms represented by velocity and position do not exhibit a difference at any final instant and change continuously and smoothly within a defined time range, similar to the position pattern.

[0085] In addition, a function of an acceleration pattern, which is a function obtained by second-order differentiation of the error correction pattern, is set so that a value becomes zero at both ends of the defined time range. In other words, an integration constant is set to zero when performing first-order integration of the jerk waveform, and a boundary of the acceleration pattern is set to zero. Therefore, the acceleration of the error correction pattern does not change discontinuously within the defined time range.

[0086] In this example, the jerk waveform changes in four states, similar to a square wave. Mode 8 is divided into four sections, namely a first to fourth section. Each of the four sections is a time determined by dividing the correction time T by four. cr is received.

[0087] The first section is a time frame from time T 08 up to a time t1. In the first section, the jerk reaches a maximum jerk value +J e . The second section is a time frame from time t1 to time t2. In the second section, the jerk reaches a minimum jerk value -J e The third section is a time frame from time t2 to time t3. In the third section, the jerk reaches the minimum value -J e . The fourth section is a frame from time t3 to time T 80 , In the fourth section the jerk reaches the maximum value +J e The fourth section ends at time T 80 and the jerk becomes 0.

[0088] The error correction pattern with the Fig. The time transition waveform shown in Figure 4 is generated based on the jerk waveform set as described above.

[0089] Next, an example of a state transition of control modes will be explained with reference to Fig. 5 described. Fig. 5 is a bubble diagram for describing an outline of a state transition of control modes set by the car position control device according to Embodiment 1.

[0090] The Fig. The bubble diagram shown in Figure 5 corresponds to the one shown in the Fig. 3 and Fig. 4. "Stand by" refers to mode 0, which is a standby state.

[0091] In this example, the state transition of the control modes is set so that a state transition A, represented by an outer ring-shaped body, and a state transition B, represented by an inner ring-shaped body in Fig. 5, coexist. State transition A and state transition B are independent of each other. State transition A is a bubble diagram corresponding to a position pattern. State transition B is a bubble diagram corresponding to an error correction pattern.

[0092] At state transition A, the number of modes, which represent the number of states, is eight. At time T 01 the control mode changes from standby to mode 1. For example, the time T 01 a time at which a command for generating a position pattern is issued to the car position control device 10 from a control system / command system of a higher order than the car position control device 10. After mode 1, the control mode sequentially transitions to mode 7. Subsequently, at time T 70a transition from mode 7 to the standby state.

[0093] In state transition B, the number of modes, which represent the number of states, is two. At time T 08 On the time axis T', the control mode of the error correction pattern makes a transition from the standby state to mode 8. Then, at time T 80 a transition from mode 8 to the standby state. Mode 8 makes a transition independent of state transition A.

[0094] During time T 80 with time T 70 in which in the Fig. 3 to 5, a transition to Mode 8 from the standby state can occur in any time frame included in the state transition A. This is because the error correction pattern implemented in Mode 8 is generated as a pattern that in itself does not generate unnecessary vibrations of the cabin 5. For example, the time T 08 with time T 01 coincide. In other words, a transition to mode 8 can occur in an acceleration state immediately after the departure of the car 5.

[0095] Next, a processing procedure is described in which the car position target signal x ref with reference to Fig. 6 is generated. Fig. 6 is a flowchart for describing an outline of an operation by the car position control device according to Embodiment 1.

[0096] The Fig. For example, the flowchart shown in Figure 6 begins when a command to generate a position pattern is issued by a higher-level control system.

[0097] During the processing of step S1, a floor position signal x tgt indicating a target floor position is input to the target signal generation unit 16 of the car position control device 10. The target signal generation unit 16 calculates a lifting / lowering distance. The target signal generation unit 16 calculates a set of transition times.

[0098] Subsequently, the processing of step S2 is performed. In step S2, the target signal generation unit 16 calculates a discretization error corresponding to the position pattern.

[0099] Subsequently, the processing of step S3 is performed. The target signal generation unit 16 initializes a processing time point of the position pattern. Specifically, the target signal generation unit 16 sets a time point T corresponding to the position pattern to 0.

[0100] Subsequently, the processing of step S4 is performed. The target signal generation unit 16 initializes a processing time point of the error correction pattern. Specifically, the target signal generation unit 16 sets a time point T' corresponding to the error correction pattern to 0.

[0101] Subsequently, the processing for executing state transition A with respect to the position pattern branches off from the processing for executing state transition B with respect to the error correction pattern. The processing for executing state transition A corresponds to steps S5 to S8. The processing for executing state transition B corresponds to steps S9 to S11. Note: Each processing step from steps S5 to S11 is executed for each calculation period of the processor of the car position control device 10.

[0102] After the processing of step S4, the processing of step S5 is executed. In step S5, a variable T, which is a time point of the position pattern processing, is incremented. Specifically, a time point obtained by adding 1 to T is assumed to be the next variable T.

[0103] Subsequently, the processing of step S6 is performed. In step S6, the target signal generation unit 16 generates the position pattern.

[0104] Subsequently, the processing of step S7 is performed. In step S7, the target signal generating unit 16 generates a car position target signal x ref by adding an initial car position signal x ini to a pattern obtained by superimposing the position pattern and the error correction pattern, and outputs the car position target signal x ref out of.

[0105] Subsequently, the processing of step S8 is performed. In step S8, the target signal generation unit 16 determines whether the variable T is equal to or greater than a value of the time T 70 which is an end time of the position pattern.

[0106] If in step S8 the variable T is less than the value of time T 70, the processing from step S5 onwards is performed. In other words, the processing from steps S5 to S8 is performed in a loop.

[0107] If in step S8 the variable T is equal to the value of time T 70 or greater than this, the target signal generating unit 16 ends the processing of the execution of the state transition A.

[0108] As described above, a waveform of the position pattern is generated from steps S5 to S8. In addition, in steps S5 to S8, a waveform representing a time transition of the car position target signal x is generated. ref represents.

[0109] Furthermore, after the processing of step S4, the processing of step S9 is performed. In step S9, a variable T', which is a processing time of the error correction pattern, is incremented. Specifically, a time obtained by adding 1 to T' is assumed to be the next variable T'.

[0110] Subsequently, the processing of step S10 is performed. Note that the processing of step S10 is started and completed before the processing of step S7. In step S10, the target signal generation unit 16 generates the error correction pattern. The error correction pattern is used in the processing of step S7.

[0111] Subsequently, the processing of step S11 is performed. In step S11, the target signal generation unit 16 determines whether the variable T' is equal to or greater than a value of the time T 80which is an end time of the error correction pattern.

[0112] If in step S11 the variable T' is less than the value of time T 80 , the processing from step S9 onwards is performed. In other words, the processing from steps S9 to S11 is performed in a loop.

[0113] If in step S11 the variable T' is equal to the value of time T 80 or greater than this, the target signal generating unit 16 ends the processing of the execution of the state transition B.

[0114] According to Embodiment 1 described above, the car position control device 10 performs control in such a manner as to cause a position of the car 5, as detected by an APS that is the position detector 8, to follow a target position. The car position control device 10 is equipped with the position pattern generation unit 164, the error calculation unit 165, the correction pattern generation unit 166, and the target signal calculation unit 167. The car position control device 10 calculates a discretization error that occurs when a position pattern is generated before the target position is generated. The car position control device 10 incorporates the discretization error when the target position is generated from the position pattern.At this time, the car position control device 10 generates an error correction pattern based on the discretization error and superimposes the position pattern on the error correction pattern. The car position control device 10 mirrors a position of the car 5 on a previous floor onto a corrected position pattern, which is a result of the superimposition, and generates the target position. Therefore, an error due to the position pattern can be suppressed. In particular, when this is applied to a car position control device in which the control processing is performed by integer-type calculations instead of floating-point calculations for processor performance reasons, the error is effectively suppressed. As a result, the accuracy of controlling the position of the car 5 can be improved.Furthermore, the error correction pattern is superimposed on the position pattern instead of being executed before or after the position pattern. Therefore, an increase in the movement time of the car 5 for correcting the discretization error can be suppressed. As a result, passenger comfort is improved.

[0115] In addition, the error correction pattern is a function of time. An acceleration pattern obtained by second-order differentiation of the function of the error correction pattern is continuous at all times within a defined range. A value of the acceleration pattern becomes zero at both ends of the defined range. In other words, in the error correction pattern, a temporal transition of the acceleration represents a smooth waveform that does not change discontinuously. When the temporal transition of the acceleration changes discontinuously, significant vibrations are generated in the cabin 5, which may be perceived by the passengers, and the ride quality of the cabin 5 deteriorates. In this case, the passengers become restless. The error correction pattern according to the present disclosure can suppress the occurrence of deterioration in ride quality and the like.

[0116] In addition, the position pattern and the error correction pattern are functions of time. The position pattern has an acceleration / deceleration range, which is an acceleration range and a deceleration range, which are time frames in which an acceleration value is not zero. The time range of the error correction pattern is defined to include a time frame of the acceleration range or the deceleration range. In other words, a movement to correct the discretization error is executed in parallel with the acceleration or deceleration of car 5. Therefore, if the movement to correct the discretization error is executed separately from the position pattern, the correction time of car 5 can be reduced. In addition, in the error correction pattern, the acceleration and deceleration of car 5 must be executed to correct the discretization error.When the acceleration and deceleration in the error correction pattern is performed in an acceleration range or a deceleration range, the acceleration and deceleration in the error correction pattern can be masked by the acceleration and deceleration in the position pattern. In other words, a situation in which passengers perceive the acceleration and deceleration in the error correction pattern can be suppressed. As a result, deterioration in the ride quality of the car 5 due to the error correction pattern can be suppressed.

[0117] It should be noted that the waveform of the error correction pattern is not limited to the Fig. 4, as long as the waveform does not induce vibrations at a certain level or higher in the cabin 5.

[0118] Next, an example of hardware constituting the car position control device 10 will be described with reference to Fig. 7.

[0119] Fig. 7 is a hardware configuration diagram of the car position control device according to Embodiment 1.

[0120] Each function of the car position control device 10 can be implemented by the 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 piece of dedicated hardware 200.

[0121] If the processing circuit comprises the at least one processor 100a and the at least one memory 100b, each function of the car position control device 10 is implemented by software, firmware, or a combination of software and firmware. At least one of the software and the firmware is described as a program. At least one of the software and the firmware is stored in the at least one memory 100b. The at least one processor 100a implements each function 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 unit, calculation unit, microprocessor, microcomputer, or DSP.For example, the at least one memory 100b is a non-volatile or volatile semiconductor memory, such as a RAM, a ROM, a flash memory, an EPROM or an EEPROM, a magnetic disk, a flexible disk, an optical disk, a compact disc, a mini disc, a DVD, or the like.

[0122] If the processing circuit includes at least one piece of dedicated hardware 200, the processing circuit is implemented, for example, by a single circuit, a combined circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. For example, each function of the car position control device 10 is implemented independently by the processing circuit. For example, the respective functions of the car position control device 10 are implemented jointly by the processing circuit.

[0123] Regarding the respective functions of the car position control device 10, some of the functions can be realized by the piece of dedicated hardware 200, while other parts can be realized by software or firmware. For example, a function of the power control unit 15 can be realized by a processing circuit as part of the dedicated hardware 200, and functions other than the function of the power control unit 15 can be realized by the at least one processor 100a reading and executing a program stored in the at least one memory 100b.

[0124] In this way, the processing circuit realizes each function of the car position control device 10 using the hardware 200, software, firmware, or a combination thereof. Industrial applicability

[0125] As described above, the car position control device according to the present disclosure can be used in an elevator system. List of reference symbols 1 elevator system 1a Mechanical component 2 shafts 3a Engine 3b pulley 4 Main rope 5 cabins 6 Counterweight 7 Angle detector 8 Position detector 9 Control panel 10 Cabin position control device 11 Speed ​​calculation unit 12 First subtraction unit 13 Speed ​​control unit 14 Current measuring unit 15 Power control unit 16 Target signal generation unit 17 Second subtraction unit 18 Cabin position control unit 161 Signal holding unit 162 Third subtraction unit 163 Transition time calculation unit 164 Position pattern generation unit 165 Error calculation unit 166 Correction pattern generation unit 167 Target signal calculation unit 100a processor 100b memory 200 hardware QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 6797742

[0003]

Claims

[1] A car position control device that controls a car of an elevator so that a position of the car output from a position detector that detects a position of the car follows a target position, the car position control device comprising: a position pattern generation unit that generates a position pattern indicating a temporal transition of a position of the car when the car moves a lifting / lowering distance toward a next floor, from the start of the movement over the lifting / lowering distance to the stop of the car; an error calculation unit that calculates a discretization error between a distance specified in the position pattern and the lifting / lowering distance, wherein the discretization error is an error generated when a calculation generating the position pattern is performed; a correction pattern generation unit that generates an error correction pattern indicating a temporal transition of a position of the car from a start of movement by the car over a distance of the discretization error calculated by the error calculation unit until the car stops; and a target signal calculation unit that calculates the target position by reflecting a position of the car, which is output from the position detector when the car is stopped at a previous floor, onto a corrected position pattern in which the position pattern and the error correction pattern are superimposed on each other. [2] A car position control device according to claim 1, wherein the error correction pattern is a function of time, which is a function of which a function obtained by second-order differentiation is continuous at all times in a defined time range and of which values ​​obtained by second-order differentiation at both ends of the defined time range take zero. [3] Cabin position control device according to claim 1 or 2, wherein the position pattern is a function of time, which is a function comprising an acceleration / deceleration range, which is a time frame in which a value of a function of acceleration obtained by second-order differentiation is not zero, and the error correction pattern is a function of time, which is a function of which a time range is defined to encompass the acceleration / deceleration range.

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