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WO2019073527A1 - Dispositif de commande d'ascenseur et procédé de commande - Google Patents

Dispositif de commande d'ascenseur et procédé de commande Download PDF

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Publication number
WO2019073527A1
WO2019073527A1 PCT/JP2017/036698 JP2017036698W WO2019073527A1 WO 2019073527 A1 WO2019073527 A1 WO 2019073527A1 JP 2017036698 W JP2017036698 W JP 2017036698W WO 2019073527 A1 WO2019073527 A1 WO 2019073527A1
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WO
WIPO (PCT)
Prior art keywords
car
deceleration
speed
time
acceleration
Prior art date
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Ceased
Application number
PCT/JP2017/036698
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English (en)
Japanese (ja)
Inventor
鈴木　雄太
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Priority to PCT/JP2017/036698 priority Critical patent/WO2019073527A1/fr
Publication of WO2019073527A1 publication Critical patent/WO2019073527A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B50/00—Energy efficient technologies in elevators, escalators and moving walkways, e.g. energy saving or recuperation technologies

Definitions

  • the present invention relates to an elevator control apparatus and control method, and more particularly to an elevator control apparatus and control method for setting an operating speed in consideration of power consumption.
  • a conventional elevator control device generates a car speed pattern for reaching the destination floor stop position in the shortest time according to the car load, with the driving range of the motor as a constraint condition (see, for example, Patent Document 1) .
  • another conventional elevator control device detects a current value flowing through the power supply system while the elevator is traveling, and based on the detected current value, acceleration and deceleration during acceleration traveling and deceleration traveling, The speed at constant speed traveling is adjusted (see, for example, Patent Document 2).
  • the present invention has been made to solve the problem, and it is an object of the present invention to provide an elevator control device and control method capable of reducing the maximum value of the power consumption of the elevator.
  • the present invention is an elevator control device for controlling an elevator equipped with a motor for driving a hoisting machine that drives a car, and a power calculation unit that calculates the power consumption of the elevator based on the current value flowing to the motor And monitoring the power consumption calculated by the power calculation unit during acceleration traveling of the car, and when the power consumption exceeds a currently set limit value, acceleration due to the current acceleration of the car And a velocity pattern calculation unit that generates a first velocity pattern that monotonically decreases the acceleration until the acceleration becomes zero.
  • the elevator control device stops acceleration due to the current acceleration of the car when the power consumption exceeds the limit value, and monotonously decreases the acceleration until the acceleration becomes zero. By reducing the maximum speed to a value smaller than the normal maximum speed, it is possible to reduce the maximum value of power consumption.
  • FIG. 1 is a view showing a configuration of an elevator provided with a control device of an elevator according to Embodiment 1 of the present invention.
  • the motor 1 is connected to the hoisting machine 2 and drives the hoisting machine 2.
  • a rope 4 is wound around the hoisting machine 2.
  • the car 3 is connected to one end of the rope 4 and the counterweight 5 is connected to the other end of the rope 4.
  • the car 3 and the counterweight 5 are suspended by the rope 4 and move up and down in the hoistway as the hoisting machine 2 rotates.
  • An inverter 12 is connected to the motor 1.
  • An inverter command unit 6 is connected to the inverter 12.
  • a current detection unit 7 is provided between the inverter 12 and the motor 1.
  • the current detection unit 7 detects the value of the current flowing through the motor 1.
  • the current detection unit 7 includes, for example, a current transformer CT.
  • a speed detection unit 8 is connected to the hoisting machine 2.
  • the speed detection unit 8 detects the traveling speed of the car 3 by detecting the rotation of the hoisting machine 2.
  • the traveling speed of the car 3 will be referred to as a car speed.
  • the speed detection unit 8 includes, for example, an encoder.
  • the inverter command unit 6 performs feedback control using the current value detected by the current detection unit 7 and the car speed detected by the speed detection unit 8 as feedback information to control the inverter 12.
  • the control device of the elevator is configured to include an inverter command unit 6, a current detection unit 7, and a speed detection unit 8.
  • the elevator control apparatus adjusts the acceleration / deceleration speed and the maximum speed of the elevator to reduce the maximum value of the power consumption, and the amount of power consumption in the travel section from the maximum speed to the stop. Reduce the number.
  • the control device of the elevator constantly monitors the power consumption P of the moving elevator. Then, when the power consumption P exceeds the currently set maximum power consumption limit value Pm, the acceleration of the car speed at the current acceleration is stopped. Then, the acceleration is reduced so that the acceleration is zero. As described above, by stopping acceleration of the cage speed at a timing earlier than normal and reducing the acceleration thereafter, the value of the maximum velocity is reduced, and as a result, the reduction of the maximum value of the power consumption P is achieved. Plan. Also, after reaching the maximum speed, change the deceleration from the standard speed pattern deceleration ⁇ to the power consumption reduction deceleration ⁇ 'to reduce the power consumption in the travel zone from the maximum speed to the stop.
  • the maximum power consumption limit value Pm may be a fixed value, but for example, in a time zone where the power consumption on the building side is large, the maximum power consumption limit value Pm is changed to a value lower than a normal value. You may do so. Alternatively, the maximum power consumption limit value Pm may be changed to a value lower than a normal value in summer when power consumption is predicted to be large due to cooling or the like. As described above, the set value of the maximum power consumption limit value Pm may be appropriately changed according to the time zone, the season, and the like.
  • the inverter command unit 6 is provided with a power calculation unit 9, a speed pattern calculation unit 10, and a torque calculation unit 11.
  • the power calculation unit 9 constantly calculates the power consumption P of the traveling elevator based on the current value flowing through the motor 1 detected by the current detection unit 7.
  • the speed pattern calculation unit 10 monitors the value of the power consumption P output from the power calculation unit 9 when the car 3 is in an accelerated travel. Then, when the power consumption P exceeds the preset maximum power consumption limit value Pm, the speed pattern calculation unit 10 first cancels the acceleration of the car speed at the current acceleration. Thereafter, the velocity pattern calculation unit 10 calculates a first velocity pattern for monotonically decreasing the acceleration so that the acceleration becomes zero. Furthermore, when the car 3 travels in the first speed pattern and reaches the maximum speed, the speed pattern calculation unit 10 calculates a second speed pattern until the car 3 stops from the maximum speed.
  • the velocity pattern calculation unit 10 selects the value of the deceleration ⁇ ′ for power consumption reduction, which is used when generating the second velocity pattern, from among a plurality of deceleration candidates, so that the car 3 starts from the maximum velocity. Reduce the amount of power consumption in the travel section before stopping.
  • the torque calculation unit 11 calculates a torque value to be applied to the motor 1 so that the car 3 travels according to the speed pattern based on the speed pattern calculated by the speed pattern calculation unit 10, and according to the torque value
  • the inverter 12 is controlled so that the current flows. Thus, the car 3 travels in accordance with the speed pattern.
  • FIG. 2 (a) shows an example of the speed pattern of the car speed of the car 3
  • FIG. 2 (b) shows a change in acceleration corresponding to the speed pattern of FIG. 2 (a).
  • the speed pattern is roughly divided into an acceleration section from time T0 to time T3, a constant speed section from time T3 to time T4, and a deceleration section from time T4 to time T7.
  • Time T0 is the activation start time of the car 3.
  • the acceleration zone includes a first acceleration zone from time T0 to time T1, a second acceleration zone from time T1 to time T2, and a second acceleration zone from time T2 to time T3. It includes three sections with three acceleration sections.
  • the acceleration monotonously increases at a constant rate as time passes, and the acceleration becomes acceleration ⁇ at time T1.
  • the change of the car speed in the first acceleration section becomes a downwardly convex quadratic curve as shown from time T0 to time T1 in FIG. 2A. Specifically, the value of car speed increases from 0 to Vj.
  • the acceleration has a constant value, and the acceleration ⁇ is maintained. Therefore, the change in the car speed in the second acceleration zone is monotonically increasing at a constant slope, as shown from time T1 to time T2 in FIG. 2 (a). Specifically, the car speed value increases from Vj to Va.
  • the acceleration monotonically decreases at a constant rate as time passes, and the acceleration reaches 0 at time T3.
  • the change in the car speed in the third acceleration section is an upwardly convex quadratic curve as shown from time T2 to time T3 in FIG. 2A. Specifically, the car speed value increases from Va to V0.
  • the deceleration section includes a first deceleration section from time T4 to time T5, a second deceleration section from time T5 to time T6, and a second deceleration section from time T6 to time T7. It includes three sections with three deceleration sections.
  • the deceleration monotonously decreases at a constant rate as time passes, and the deceleration decreases at time T5.
  • the velocity ⁇ is reached. Therefore, the change in the car speed in the first deceleration section is an upwardly convex quadratic curve as shown from time T4 to time T5 in FIG. 2A. Specifically, the value of car speed decreases from V0 to Vd.
  • the deceleration has a constant value, and the deceleration ⁇ is maintained. Therefore, the change of the car speed in the second deceleration zone becomes monotonically decreasing at a constant gradient as shown from time T5 to time T6 in FIG. 2 (a). Specifically, the value of car speed decreases from Vd to Vl.
  • the deceleration monotonously increases at a constant rate as time passes, and the deceleration is 0 at time T7.
  • the change of the car speed in the third acceleration section becomes a downwardly convex quadratic curve as shown from time T6 to time T7 in FIG. 2 (a). Specifically, the car speed value decreases from Vl to zero. When the car speed reaches 0, the car 3 stops.
  • FIGS. 3 (a) and 3 (b) are diagrams for explaining the motor drive trajectory of the motor 1.
  • FIG. 3 (a) shows a motor drive locus during power running
  • FIG. 3 (b) shows a motor drive locus during regenerative operation.
  • the horizontal axis indicates the car speed
  • the vertical axis indicates the torque of the motor 1
  • the arrow indicates the passage of time.
  • the motor drive trajectory changes so as to draw a side of a hexagon with the passage of time.
  • the symbols “Vj”, “Va”, “V0”, “Vd” and “Vl” in FIGS. 3A and 3B respectively are “Vj” and “Va” in FIG. , “V0”, “Vd”, and “Vl”.
  • the torque monotonically decreases in proportion to the car deceleration.
  • the torque has a constant value in the second deceleration zone from time T5 to time T6.
  • the torque monotonously increases in proportion to the car acceleration.
  • a combination of the weight of the car 3 and the weight of the passengers in the car 3 will be referred to as a total car weight.
  • the weight of the counterweight 5 is set so as to be balanced when the number of passengers about half the capacity of the car 3 gets on. Therefore, in the following description, a state in which the total weight of the car is larger than the weight of the counterweight 5 is referred to as "a state in which the number of passengers is large", and a case where the total weight of the car is equal to or less than the weight of the counterweight 5 is "the number of passengers in I will call it "less state”.
  • an unbalanced torque generated by the difference between the total weight of the car and the weight of the counterweight 5 is applied in the reverse direction to the direction in which the motor 1 rotates.
  • the unbalanced torque generated by the difference between the total weight of the car and the weight of the counterweight 5 is applied in the positive direction with respect to the direction in which the motor 1 rotates.
  • the motor drive trajectory is shown in FIGS. 3 (a) and 3 (b) along with the passage of time corresponding to the change in the car speed shown in FIG. It changes to draw the side of a hexagon as shown in.
  • the change in torque in FIGS. 3 (a) and 3 (b) is proportional to the car acceleration and the car deceleration.
  • the torque Tr0 at the time when the car speed becomes 0 is an unbalanced torque generated by the difference between the total weight of the car and the weight of the counterweight 5. Therefore, by driving the inverter 12 before releasing the brake provided on the hoisting machine 2 and applying a torque for Tr0 to the motor 1, the car 3 is prevented from jumping out when the brake is released. be able to.
  • the inverter 12 applies a torque of 0 minutes to the motor 1 by the inverter 12 between the time when the car speed reaches 0 and the time the brake falls. deep.
  • the brake includes a brake shoe that generates a braking force by sliding on a brake drum provided in the hoisting machine 2.
  • the brake falling means that the brake shoe is in the braking addition state where it is pressed against the brake drum by a spring or the like. Further, when the brake is released means that the brake shoe is attracted by a coil or the like and is separated from the brake drum to be in the brake release state.
  • the power calculation unit 9 calculates the power consumption P in the following procedure.
  • the power calculation unit 9 first calculates the torque Tr of the motor 1.
  • the torque Tr is calculated from the current I detected by the current detection unit 7 and the inertia inertia J of the hoisting machine 2 by the following equation (1).
  • Tr I ⁇ J (1)
  • the power calculation unit 9 calculates the car speed V.
  • the car speed V is calculated by the following equation (2).
  • N is a count value obtained by counting the output value from the speed detection unit 8 every ⁇ T time
  • Np is the total number of pulses per one rotation of the speed detection unit 8
  • Nv is the rated speed V0 when traveling.
  • the number of pulses per unit time ⁇ T R is the radius of the hoisting machine 2
  • K is the reduction ratio K of the hoisting machine 2.
  • V 2 ⁇ R ⁇ N ⁇ Nv / (K ⁇ Np ⁇ V0 ⁇ ⁇ T) (2)
  • the power calculation unit 9 obtains the power consumption P.
  • the power consumption P is calculated using the following equation (3) using the torque Tr of the motor 1 determined by the equation (1) and the cage speed V determined by the equation (2). It is determined as the product of the torque Tr of 1 and the car speed V.
  • energy saving is achieved based on the power consumption P obtained by the power calculation unit 9.
  • the speed pattern is switched to the “power consumption reduction speed pattern” so that the energy saving effect is exerted during the power running operation where a load is applied to the motor 1, while the power consumption is reduced during the regenerative operation. Since the quantity is originally small, switching to the "standard speed pattern" is made so that traveling is possible at the maximum traveling speed and acceleration / deceleration.
  • FIGS. 4 (a) to 4 (c) show the car speed V, the torque Tr, and the power consumption P, respectively, corresponding to the passage of time during the power running shown in FIG. 3 (a).
  • the object of the control in the control device of the elevator concerning this embodiment is the following two. 1st purpose: Reduction of the maximum value of power consumption P during acceleration running 2nd purpose: Reduction of power consumption H from the maximum speed to stop
  • power consumption H is the run from the maximum speed to stop It calculates from the integral value which integrated power consumption P of each time in time.
  • FIG. 5 shows an example of a change in velocity pattern according to the present embodiment.
  • the “standard speed pattern” 100 and the “power consumption reduction speed pattern” 101 are illustrated for comparison.
  • the “power consumption reduced speed pattern” is composed of a first speed pattern for achieving the first object and a second speed pattern for achieving the second object.
  • the speed pattern calculation unit 10 constantly monitors the power consumption P in a second acceleration section from time T1 to time T2 during acceleration traveling at a constant acceleration ⁇ . Then, when the power consumption P exceeds the preset maximum power consumption limit value Pm, the acceleration at the constant acceleration ⁇ is stopped at time T2 ′ at that time. Also, after time T2 ', the velocity pattern calculation unit 10 generates a first velocity pattern that monotonously decreases the acceleration so that the acceleration becomes zero. Note that, as a method of monotonically decreasing the acceleration, for example, the acceleration is gradually decreased at a constant ratio r.
  • the constant ratio r is appropriately set in advance.
  • the acceleration decreases at a constant slope.
  • the acceleration may be reduced in the form of an upwardly convex quadratic curve or a downwardly convex quadratic curve. Any method may be used as long as the acceleration monotonically decreases.
  • the acceleration becomes 0 at time T3 '.
  • the car speed V0 'at time T3' will be referred to as the maximum speed V0 '.
  • the section from time T2 'to time T3' is a quadratic curve in which the velocity pattern is upwardly convex.
  • the maximum speed V0' becomes a value smaller than the rated speed V0 of the "standard speed pattern", as shown in FIG.
  • the maximum value of the power consumption P in the first speed pattern is smaller than the maximum value of the power consumption P of the “standard speed pattern”.
  • the constant ratio r is described as a fixed value as an example in the case where the acceleration is monotonically decreased at a constant gradient between time T2 ′ and time T3 ′.
  • the value of the constant ratio r may be variable according to the time length from time T1 to time T2 '. As the reason, when considering the ride comfort of the passenger, it is better to change the fixed ratio r depending on whether time T2 'is closer to time T1 or time T2 in the section from time T1 to time T2 It is because it is more desirable.
  • the constant ratio r is variable, specifically, for example, the following is performed.
  • the section from time T1 to time T2 is divided into K pieces with a preset time width and ranked.
  • a fixed ratio r k 1,..., K
  • the actual time T2 ' is measured, and the corresponding constant ratio rk is selected and used according to which rank the time T2' belongs to. In this way, the acceleration does not change rapidly, and the acceleration is always gradually reduced toward zero, so that the passenger can get on with a stable ride.
  • the power consumption P is constant during traveling at the maximum speed, and the power consumption P decreases when deceleration is started. Therefore, in the present embodiment, with respect to the traveling time at the maximum speed V0 ′, ie, the traveling time from time T3 ′ to time T4 ′, the decelerating traveling time, ie, from time T4 ′ to time T7 ′. Set the travel time to be long. However, when the torque Tr is negative or the torque Tr changes from positive to negative during decelerating travel, the motor 1 regenerates electric power to the power supply side.
  • the speed pattern calculation unit 10 monitors the value of the power consumption P output from the power calculation unit 9 even while the car 3 is decelerating, and the value of the power consumption P is negative, or When the value of the power consumption P changes from positive to negative, the standard velocity pattern 100 is used without generating the first velocity pattern and the second velocity pattern.
  • the deceleration ⁇ of the power consumption reduction speed pattern 101 The value of 'is increased to return to the value of deceleration ⁇ , and then the car 3 is run using the standard speed pattern 100.
  • the limit value Tlim is also provided in the travel time. That is, the length of the deceleration travel time is determined so that the travel time from time T3 'to time T7' in FIG. 5 is equal to or less than the limit value Tlim.
  • the velocity pattern calculation unit 10 first calculates the position of the car 3 from the value obtained by accumulating the pulse count value N from the velocity detection unit 8. Next, the velocity pattern calculation unit 10 calculates the difference between the desired destination floor position and the position of the car 3. The difference is the remaining distance L1. Further, if the deceleration ⁇ 'and the maximum velocity V0' are determined, the travel distance L2 required from the start of the deceleration of the car 3 to the stop thereof can be uniquely determined.
  • the determination method of deceleration (beta) ' is demonstrated.
  • a plurality of deceleration candidates ⁇ 1, ⁇ 2, ..., ⁇ n (in descending order from ⁇ 1) are stored in advance as candidates for the deceleration ⁇ '.
  • the velocity pattern calculation unit 10 obtains a remaining distance L1 from the current position of the car 3 to the stop position of the destination floor when the car 3 reaches the maximum velocity V0 '.
  • the speed pattern calculation unit 10 calculates the constant speed travel time Tm and the deceleration travel time at the maximum speed V0 ′ based on the remaining distance L1 for each of the plurality of deceleration candidates ⁇ 1, ⁇ 2,. Calculate Td.
  • the speed pattern calculation unit 10 excludes the deceleration candidates ⁇ m + 1... ⁇ n in which the addition value Tm + Td obtained by adding the constant speed traveling time Tm and the deceleration traveling time Td exceeds the traveling time limit value Tlim.
  • the speed pattern calculation unit 10 predicts the predicted value of the power consumption Hm from the maximum speed V0 ′ to the stop for each of the decelerations ⁇ 1, ⁇ 2,.
  • the predicted value of the power consumption Hm in the traveling time from 'to time T7' is calculated.
  • the speed pattern calculation unit 10 calculates a predicted value of the power consumption Hm from time integration of the power consumption P occurring in the constant speed traveling time Tm and the power consumption P occurring in the deceleration traveling time Td.
  • the speed pattern calculation unit 10 selects the deceleration ⁇ i that minimizes the predicted value of the power consumption Hm. Then, the velocity pattern calculation unit 10 generates a second velocity pattern using the selected deceleration ⁇ i as a new deceleration ⁇ ′.
  • the speed pattern calculation unit 10 separately calculates the traveling time for these three sections when obtaining the traveling times Td and Tm. That is, in the section from time T4 'to time T5', the deceleration monotonically decreases at a constant rate, the car speed becomes a convex quadratic curve upward, and the section from time T5 'to time T6' decreases.
  • the car speed is a convex quadratic curve downward.
  • a section in which a change in car speed from time T4 'to time T5' is a quadratic convex curve. The deceleration monotonously decreases from deceleration 0 to deceleration ⁇ 'at a constant rate.
  • a section in which a change in car speed from time T6 'to time T7' is a downwardly convex quadratic curve. The deceleration monotonously increases from the deceleration ⁇ 'to 0 at a constant rate.
  • step S1 the speed pattern calculation unit 10 determines whether or not the current state of the car 3 is in the section from time T1 to time T2 shown in FIG. 5, that is, during acceleration traveling. If it is during the acceleration traveling, it proceeds to step S2, and if it is not the acceleration traveling. The process proceeds to step S5.
  • step S2 the speed pattern calculation unit 10 monitors the power consumption P calculated by the power calculation unit 9.
  • step S3 the speed pattern calculation unit 10 determines whether the power consumption P monitored in step S2 exceeds the maximum power consumption limit value Pm. If it is exceeded, the process proceeds to step S4, and if it is not exceeded, the process proceeds to step S5.
  • step S4 the speed pattern calculation unit 10 stops the acceleration at the acceleration ⁇ of the car speed, and the speed pattern from time T2 ′ to time T3 ′ shown in FIG. 5, that is, the acceleration becomes zero. Transition to a convex quadratic curve.
  • step S5 the speed pattern calculation unit 10 determines whether the car speed has reached the maximum speed V0 '. If it is determined that the maximum velocity V0 'is reached, the process proceeds to step S6. If the maximum velocity V0' is not reached, the process is ended.
  • step S6 at the time when the maximum velocity V0 'is reached, the velocity pattern calculation unit 10 calculates the maximum velocity travel time Tm and the maximum velocity travel time Tm for each of the plurality of deceleration candidates ⁇ 1, ⁇ 2, ..., ⁇ n (in descending order from ⁇ 1).
  • the deceleration travel time Td is calculated.
  • step S7 the speed pattern calculation unit 10 excludes the decelerations ⁇ m + 1, ..., ⁇ n in which the addition value of the maximum speed travel time Tm and the deceleration travel time Td exceeds the travel time limit value Tlim.
  • step S8 the speed pattern calculation unit 10 integrates the power consumption P generated in the maximum speed travel time Tm and the power consumption P generated in the deceleration travel time Td for each of the decelerations ⁇ 1,. Then, the power consumption Hm from the maximum speed to the stop is calculated.
  • step S8 the speed pattern calculation unit 10 calculates, from among the power consumption Hm obtained in step S7, the deceleration ⁇ i (i is any one of 1 to m) at which the power consumption Hm is minimum. It is selected to determine the deceleration ⁇ i as the deceleration ⁇ '.
  • the first purpose is achieved by generating the first velocity pattern that reduces the acceleration, and the car velocity reaches the maximum velocity V0 '.
  • the second purpose can be achieved by determining the deceleration ⁇ 'and generating a second velocity pattern.
  • the process of FIG. 6 may be performed only during the power running operation, and the “standard speed pattern” may be used during the regenerative operation.
  • the processes of steps S1 to S9 of FIG. 6 are performed to generate the “power consumption reduction speed pattern”, and the car 3 is run.
  • the car 3 is run using the "standard speed pattern" as it is without performing the process of FIG.
  • the power consumption P is monitored while the car 3 is accelerated.
  • the power consumption P exceeds the maximum power consumption limit value Pm, acceleration of the car speed is stopped at that point.
  • the maximum speed V0 'of the car speed is smaller than the maximum speed V0 of the standard speed pattern. As a result, it is possible to reduce the maximum value of the power consumption P, which is the first object.
  • the travel time from the end of acceleration to the stop of the car becomes equal to or less than the preset limit value Tlim under a plurality of decelerations ⁇ 1
  • the optimal power consumption reduction rate pattern can be determined by selecting ⁇ i with which the power consumption Hm is minimum from among the deceleration candidates of, ⁇ 2,..., ⁇ n and setting it as ⁇ ′. . As a result, it is possible to reduce the power consumption H in the traveling time Tm + Td from the maximum speed V0 'to the stop, which is the second object.

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  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)

Abstract

La présente invention concerne un dispositif de commande d'ascenseur comprenant : une unité logique arithmétique de puissance qui calcule la consommation d'énergie d'un ascenseur sur la base d'un courant circulant vers un moteur ; une unité logique arithmétique de modèle de vitesse qui surveille la consommation d'énergie calculée par l'unité logique arithmétique de puissance pendant qu'une cabine accélère et se déplace, et lorsque la consommation d'énergie dépasse une valeur limite prédéfinie, arrête l'accélération en raison du degré d'accélération actuel de la cabine et génère un premier modèle de vitesse pour diminuer de façon monotone le degré d'accélération jusqu'à ce que le degré d'accélération soit nul ; et une unité de logique arithmétique de couple qui calcule le couple à appliquer au moteur sur la base du premier modèle de vitesse.
PCT/JP2017/036698 2017-10-10 2017-10-10 Dispositif de commande d'ascenseur et procédé de commande Ceased WO2019073527A1 (fr)

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Cited By (3)

* Cited by examiner, † Cited by third party
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CN113104688A (zh) * 2020-01-10 2021-07-13 株式会社日立制作所 电梯控制装置和电梯控制方法
CN114132810A (zh) * 2020-09-04 2022-03-04 上海三菱电梯有限公司 电梯运行状态和电梯零部件状态的监测方法及系统
CN116890338A (zh) * 2023-07-04 2023-10-17 法兰泰克重工股份有限公司 一种防止伸缩机械臂振动受损的控制方法及行车

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CN114132810B (zh) * 2020-09-04 2023-09-29 上海三菱电梯有限公司 电梯运行状态和电梯零部件状态的监测方法及系统
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