JP5546970B2 - Magnetic guide controller - Google Patents

Description

  Embodiments of the present invention relate to a control device for a magnetic guide device for traveling and guiding, for example, an elevator car along a guide rail in a non-contact manner.

  In general, an elevator car is supported by a pair of guide rails installed vertically in a hoistway and moves up and down via a rope wound around a hoisting machine. At that time, the swing of the car caused by imbalance of load load or movement of passengers is suppressed by the guide rail.

  Here, as a guide device used for an elevator car, a roller guide composed of a wheel and a suspension in contact with the guide rail, or a guide shoe that slides and guides the guide rail is used. However, in such a contact-type guide device, vibration and noise are generated due to distortion and joints of the guide rail, and noise is generated when the roller guide rotates. For this reason, there existed a problem that the comfort of an elevator was impaired.

  In order to solve such problems, a method of guiding a car without contact has been proposed.

  That is, there is a method in which a magnetic guide device configured by an electromagnet is mounted on a car and a magnetic force is applied to an iron guide rail to guide the car in a non-contact manner (see, for example, Patent Document 1). This is because the electromagnets arranged at the four corners of the car surround the guide rail from three directions, and the electromagnet is controlled to be excited according to the size of the gap between the guide rail and the guide device. On the other hand, it is a non-contact guide.

  Furthermore, as a technique for improving the ride comfort, there is a method of controlling the displacement amount between the ride car and the guide rail to be kept constant by using a signal of an acceleration sensor installed in the vicinity of the magnetic guide device. (For example, refer to Patent Document 2).

  Further, as a means for solving the problem of a decrease in controllability and an increase in power consumption, which are problems in the structure using the electromagnet, there is a method using a permanent magnet (for example, see Patent Document 3). By using a permanent magnet and an electromagnet together, it is possible to realize a magnetic guide device that supports a car with low rigidity and a long stroke while suppressing power consumption.

JP-A-5-178563 JP-A-8-67427 Japanese Patent Laid-Open No. 2001-19286

  As described above, in a magnetic guide device that applies a magnetic force and supports the car without contact with the guide rail, generally, an electromagnet is used to generate a magnetic force that supports the car. In that case, when suppressing vibration using an acceleration sensor, it is necessary to incorporate another control system for processing the acceleration signal, in addition to the non-contact guidance control system. For this reason, the control algorithm becomes complicated, and the stability of the control system must be reexamined.

  Accordingly, there is a need for a magnetic guide control device that can suppress vibration using an acceleration sensor without significantly changing the configuration of the control system.

The magnetic guide control device according to the present embodiment controls a magnetic guide device that moves and moves along a guide rail made of a ferromagnetic material from the guide rail by the action of a magnetic force and guides traveling without contact. In the magnetic guide control device, a gap sensor that is installed in the magnetic guide device and detects a distance between the guide rail and the magnetic guide device, and an acceleration that is installed in the moving body and detects the acceleration of the moving body. A first speed calculating means for calculating a first speed signal of the moving body from a signal of the sensor, a second speed signal of calculating the second speed signal of the moving body from the signal of the acceleration sensor; A speed calculation means, a low-pass filter for attenuating a high frequency region of the first speed signal obtained by the first speed calculation means, and the second speed calculation. A high-pass filter that attenuates the low-frequency region of the second speed signal obtained by the stage, the first speed signal that has passed through the low-pass filter, and the second speed signal that has passed through the high-pass filter are added And a control means for controlling the magnetic guide device based on the signal .
In the magnetic guide control device, the control means controls the magnetic guide device by using the first speed signal at the start and end of the control, and the first moving unit is in a state where the moving body is stably levitated. The magnetic guide device is controlled using a signal obtained by adding a speed signal and the second speed signal, and a signal obtained by multiplying the first speed signal by a first coefficient or the first speed signal. And a signal obtained by adding a second coefficient to a signal obtained by adding the second speed signal and the second coefficient are introduced as a speed signal for controlling the magnetic guide device, and the first coefficient and the second coefficient are: It has a value of 0 to 1 and is set so that the sum of the two becomes 1 .
In the magnetic guide control device according to another embodiment, the control means is a signal obtained by adding the first speed signal and the second speed signal when the displacement of the moving body is within a predetermined range. Is used to control the magnetic guide device, and when the displacement of the moving body becomes larger than a predetermined range, the magnetic guide device is controlled using the first speed signal. In order to control the magnetic guide device, a signal obtained by multiplying the first speed signal by the first coefficient or a signal obtained by multiplying the first speed signal and the second speed signal by the second coefficient. And the first coefficient and the second coefficient have values of 0 to 1 and are set so that the sum of the two is 1.

FIG. 1 is a perspective view when the magnetic guide device according to the first embodiment is applied to an elevator car. FIG. 2 is a perspective view showing the configuration of the magnetic guide device according to the embodiment. FIG. 3 is a perspective view showing a configuration of a magnet unit provided in the magnetic guide device in the same embodiment. FIG. 4 is a block diagram showing a configuration of a magnetic guide control device for performing magnetic force control of the magnetic guide device in the same embodiment. FIG. 5 is a block diagram showing a configuration of a control arithmetic unit provided in the magnetic guide control device in the same embodiment. FIG. 6 is a block diagram showing a configuration of a control voltage calculator related to the x mode provided in the control calculator in the same embodiment. FIG. 7 is a block diagram showing a configuration of a control voltage calculator related to the x mode provided in the control calculator according to the second embodiment. FIG. 8 is a block diagram showing a configuration of a control voltage calculator related to the x mode provided in the control calculator according to the third embodiment. FIG. 9 is a perspective view showing an installation example of the acceleration sensor for the elevator car according to the fourth embodiment. FIG. 10 is a block diagram showing a configuration of a control voltage calculator related to the x mode provided in the control calculator according to the fifth embodiment. FIG. 11 is a block diagram showing a configuration of a control voltage calculator related to the x mode provided in the control calculator according to the sixth embodiment.

  Hereinafter, embodiments will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a perspective view when the magnetic guide device according to the first embodiment is applied to an elevator car.

  As shown in FIG. 1, a pair of guide rails 2 made of a ferromagnetic material are erected in an elevator hoistway 1. The car 4 is suspended by a rope 3 wound around a hoisting machine (not shown). The car 4 moves up and down along the guide rail 2 as the hoisting machine is driven to rotate. In addition, 4a in a figure is a car door, and it opens and closes when the car 4 is landing on each floor.

  Here, in FIG. 1, the left-right direction of the car 4 is x, the front-rear direction is y, the up-down direction is z, and the rotation directions about the x, y, and z axes are ξ, θ, and ψ.

  Magnetic guide devices 5 are respectively attached to the connecting portions at the upper, lower, left and right corners of the car frame 4 b of the car 4 so as to face the guide rail 2. As will be described later, by controlling the magnetic force of the magnetic guide device 5, the car 4 can float from the guide rail 2 and travel without contact.

  FIG. 2 is a perspective view showing the configuration of the magnetic guide device 5.

  The magnetic guide device 5 includes a plurality of magnet units 6 and a plurality of physical units for detecting a physical quantity (gap between the magnet unit 6 and the guide rail 2) in a magnetic circuit formed between the magnet unit 6 and the guide rail 2. The gap sensor 7 is composed of two (here, two) gaps and a base 8 that supports them.

  In addition, the magnetic guide apparatus 5 is provided in the connection part of the four corners of the upper / lower / left / right sides of the car frame 4b of the car 4, as shown in FIG. 1, and each has the same configuration.

  FIG. 3 is a perspective view showing the configuration of the magnet unit 6 provided in the magnetic guide device 5.

  The magnet unit 6 includes permanent magnets 9a and 9b, yokes 10a, 10b, and 10c that oppose magnetic poles so as to surround the guide rail 2 from three directions, and coils 11a, 11b, 11c, and 11d. The coils 11a, 11b, 11c, and 11d constitute an electromagnet that can manipulate the magnetic flux of the magnetic pole portion using the yokes 10a, 10b, and 10c as iron cores.

  With such a configuration, the coils 11a, 11b, 11c, and 11d are excited based on the state quantities in the magnetic circuit detected by the gap sensor 7 and the like, and the guide rail 2 and the magnetic guide device 5 are brought into contact with each other. And can be supported stably.

  FIG. 4 is a block diagram showing the configuration of the magnetic guide control device 21 for controlling the magnetic force of the magnetic guide device 5.

  The magnetic guide control device 21 includes a sensor unit 22, a control calculator 23, and a power amplifier 24, and controls the attractive forces of the magnet units 8 installed at the four corners of the car 4. In FIG. 4, the sensor unit 22 is shown for convenience, but the sensor unit 22 is actually provided on the magnetic guide device 5 or the car 4 side.

  The control calculator 23 calculates a voltage to be applied to each coil 11 to guide the car 4 in a non-contact manner based on a signal from the sensor unit 22. The power amplifier 24 supplies power to each coil 11 based on the output of the control calculator 23.

  The sensor unit 22 includes a gap sensor 7 that detects the size of the gap between the magnet unit 6 of the magnetic guide device 5 and the guide rail 2, an acceleration sensor 12 that detects the acceleration of the car 4, and each coil 11. It is comprised with the current sensor 25 which detects the electric current value which flows. As will be described later, this embodiment is characterized in that the acceleration sensor 12 is further used in addition to the gap sensor 7 and the current sensor 25.

  In such a configuration, the current excited in each coil 11 is controlled to maintain a predetermined gap length between the magnet unit 6 and the guide rail 2. Further, in a state where the car 4 is supported in a non-contact manner, the current value flowing through each coil 11 at that time is fed back via an integrator. Thus, when in a steady state, so-called “zero power control” is performed in which the car 4 is supported by the magnetic force of the permanent magnet 9 regardless of the weight of the car 4 and the magnitude of the unbalanced force.

  By this zero power control, the car 4 is stably supported without contact with the guide rail 2. In a steady state, the current flowing through each coil 11 converges to zero, and the force required for stable support is only the magnetic force of the permanent magnet 9.

  This is the same even when the weight or balance of the car 4 changes. That is, when some external force is applied to the car 4, a current flows transiently through the coil 11 in order to adjust the gap between the magnet unit 6 and the guide rail 2 to a predetermined size. However, when the stable state is reached again, the current flowing through the coil 11 converges to zero by using the above control method. A gap having a size that balances the load applied to the car 4 and the attractive force generated by the magnetic force of the permanent magnet 9 is formed.

Next, the control arithmetic unit 23 will be described in detail.
FIG. 5 is a block diagram showing the configuration of the control arithmetic unit 23 provided in the magnetic guide control device 21.

  The control arithmetic unit 23 performs arithmetic processing related to the five motion axes x, y, θ, ξ, and ψ shown in FIG. As shown in FIG. 5, the control calculator 23 includes a displacement converter 31, an acceleration converter 32, a current converter 33, a control voltage calculator 34, and a control voltage converter 35.

  The displacement converter 31 detects the displacement Δx in the x direction of the car 4 and the displacement Δy, θ in the y direction from the gap length deviation signal which is the difference between the gap length obtained from each gap sensor 7 and a preset reference value. The rotation angle Δθ in the direction (roll direction), the rotation angle Δξ in the ξ direction (pitch direction), and the rotation angle Δψ in the ψ direction (yaw direction) are calculated.

  The current converter 33 determines the current deviation Δix, y related to the movement of the car 4 in the x direction from the current deviation signal that is the difference between the current value of each coil 11 obtained from the current sensor 25 and a preset reference value. A current deviation Δiy related to the movement in the direction, a current deviation Δiθ related to the rotation in the θ direction, a current deviation Δiξ related to the rotation in the ξ direction, and a current deviation Δiψ related to the rotation in the ψ direction are calculated.

  Here, the normal control system is configured to calculate the control voltage from the displacement signal and the current signal described above. In the present embodiment, the signal of the acceleration sensor 12 installed in the car 4 is further introduced into the control calculator 23 in addition to the control system.

  The acceleration sensor 12 is installed in at least five directions so that the behavior of the car 4 regarding each motion mode can be detected. In the present embodiment, as shown in FIG. 1, the acceleration sensor 12 a is located at the center of the car frame 4 b above the car 4 (near the rope attachment part), and the acceleration sensor 12 b is located at both ends of the car 4 b below the car 4. , 12c are installed. Each of these acceleration sensors 12a, 12b, and 12c is a biaxial acceleration sensor that can detect accelerations in two directions, the x direction and the y direction, respectively.

  The arrangement of the acceleration sensors 12a, 12b, and 12c is not limited to the example of FIG. 1, and may be two in the upper car frame 4b of the car 4, and one in the lower car frame 4b. In short, as long as the acceleration sensors 12a, 12b, and 12c are not in a straight line, any arrangement may be used.

  In the present embodiment, since three biaxial acceleration sensors are used, 2 × 3 = 6 directions can be detected, and one redundancy is provided. Therefore, if only five directions are detected, two biaxial acceleration sensors and one uniaxial acceleration sensor may be used.

  If a three-axis acceleration sensor capable of detecting three directions is used, two acceleration sensors are sufficient to detect five directions. However, the three-axis acceleration sensor is generally used for small electronic devices such as an electronic camera and a mobile phone, has low detection accuracy, and cannot be applied to a large device such as an elevator.

  The acceleration converter 32 calculates accelerations Δax, Δay, Δaθ, Δaξ, Δaψ corresponding to the five directions from the signals of the acceleration sensors 12 (12a, 12b, 12c).

  The control voltage calculator 34 is a mode-specific electromagnet that stably guides the car 4 in a non-contact manner based on the displacement information, acceleration information, and current information regarding each motion mode obtained from the converters 31, 32, and 33. Control voltages ex, ey, eθ, eξ, eψ are calculated.

  The control voltage converter 35 calculates the coil excitation voltage of each magnet unit 6 from the outputs ex, ey, eθ, eξ, eψ of the control voltage calculator 34, and drives the power amplifier 24 based on the result. .

  The control voltage calculator 34 further includes a left / right mode (x mode) control voltage calculator 34a, a front / rear mode (y mode) control voltage calculator 34b, a roll mode (θ mode) control voltage calculator 34c, and a pitch mode. The (ξ mode) control voltage calculator 34d and the yaw mode (ψ mode) control voltage calculator 34e are configured.

  Hereinafter, the configuration of the control voltage calculators 34a to 34e will be described using the control voltage calculator 34a related to the x mode as an example.

  FIG. 6 is a block diagram showing the configuration of the control voltage calculator 34 a related to the x mode provided in the control calculator 23. Note that in the computing unit related to the rotation mode, the displacement corresponds to an angle, the velocity corresponds to an angular velocity, and the acceleration corresponds to an angular acceleration.

  The control voltage calculator 34a includes a speed calculator 41, gain compensators 42a, 42b, and 42c, and an integral compensator 43. The outputs of these compensators 42a, 42b, 42c, and 43 are combined to generate electromagnet excitation. The voltage ex is output.

  The speed calculator 41 calculates the speed signal Δv in the x direction from the displacement signal Δx in the x direction and the acceleration signal Δax in the x direction. The gain compensators 42a, 42b, and 42c multiply the displacement signal Δx, the speed signal Δv, and the current signal Δix by appropriate feedback gains, respectively. The integral compensator 43 integrates the difference between the current target value and the current signal Δix and multiplies an appropriate feedback gain.

  Here, the velocity calculator 41 integrates the acceleration signal Δax output from the acceleration converter 32 in addition to the differentiator 44 that differentiates the displacement signal Δx to generate the first velocity signal, and thereby obtains the second velocity signal. Is provided.

  Further, in the speed calculator 41, a low-pass filter 45 is provided for the differentiator 44, and a high-pass filter 47 is provided for the integrator 46. The low-pass filter 45 attenuates a high frequency region that is equal to or higher than a predetermined frequency of the first velocity signal output from the differentiator 44. The high-pass filter 47 attenuates a low frequency region below a predetermined frequency of the second speed signal output from the integrator 46. By adding the two speed signals processed by these filters 45 and 47, a speed signal Δv relating to the motion mode of the car 4 in the x direction is generated, and feedback control is performed based on the speed signal Δv.

  The other control voltage calculators 34b to 34e included in the control calculator 23 have the same configuration, and the speed signals obtained by directly taking the acceleration signals in the respective directions into the speed calculator 41 and differentiating the displacement signals. In addition, a speed signal obtained by integrating the acceleration signal is added to generate a final speed signal to perform feedback control.

  The magnetic guide control device 21 has the same direction as the magnetic flux generated by the permanent magnet 9 based on the excitation voltage signal output from the control calculator 23 including the control voltage calculator 34 (34a to 34e) having the above configuration. A magnetic flux in the reverse direction is generated in each coil 11 and the coil current is controlled to converge to zero while maintaining a gap between the magnet unit 6 and the guide rail 2.

  Thereby, in the steady state, the gap length in each magnet unit 6 is balanced with the force and torque of each motion mode in which the magnetic attractive force of each magnet unit 6 due to the magnetomotive force of the permanent magnet 9 acts on the center of gravity of the car 4. Become length. When an external force is applied to the car 4, the magnetic guide control device 21 controls the excitation voltage of the coil 11 of each magnet unit 6 so that the current flowing through the coil 11 steadily converges to 0, so-called “zero”. Perform power control.

  When this zero power control is applied, the distance between the magnet unit 6 and the guide rail 2 is not controlled to be a predetermined length, but the guide position is changed according to the force applied to the car 4. The current flowing through the coil 11 is controlled to converge to zero.

  As described above, the acceleration sensor 12 (12a, 12b, 12c) is installed in the car, and the magnetic force of the magnetic guide device 5 is controlled using the signal, thereby suppressing vibration of the car 4 and making no contact. Guidance can be provided.

  Here, usually, when the signal of the acceleration sensor 12 is used, another control system is provided to process the signal, and a signal obtained from the other control system and a signal obtained from the existing control system are provided. A complicated configuration for performing the synthesis process is required. For this reason, it is necessary to change the control system and adjust the signal processing. In this embodiment, as shown in FIG. 6, the signal of the acceleration sensor 12 is directly taken into the speed calculator 41 and the displacement signal and In addition, since the speed signal is generated internally, it can be realized without requiring a significant change in the control system or adjustment of signal processing.

Further, when there is a step or a discontinuous surface on the surface of the guide rail 2, when the magnet unit 6 passes through that portion, the signal of the gap sensor 7 fluctuates instantaneously. When the displacement signal obtained based on the signal of the gap sensor 7 is differentiated, the signal fluctuation appears remarkably as high-frequency noise, causing the car 4 to be unnecessarily shaken. On the other hand, in the present embodiment, as shown in FIG. 6 , since the velocity signal obtained by differentiating the displacement signal by the differentiator 44 is output via the low-pass filter 45, the signal fluctuation is not affected. The accompanying high frequency noise can be removed.

On the other hand, the velocity signal generated by integrating the acceleration signal by the integrator 46 does not include the above-mentioned noise because the high frequency component attenuates through the integrator 46. However, since the acceleration signal is integrated, stationary low frequency noise included in the signal of the gap sensor 7 may be accumulated. In contrast, in the present embodiment, as shown in FIG. 6, since a configuration in which the acceleration signal to a speed signal obtained by integrating through the high-pass filter 47 output by the integrator 46, a the constant Low frequency noise can be removed.

  Thus, by extracting the speed component based on the displacement signal in the low frequency region, extracting the speed component based on the acceleration signal in the high frequency region, and adding the separated signals in each frequency region A smooth speed signal Δv can be obtained from the low frequency region to the high frequency region. By performing feedback control using this speed signal Δv, it is possible to realize an elevator with less vibration and good ride comfort.

  By matching the cut-off frequencies of the low-pass filter 45 that processes the velocity signal calculated from the displacement signal and the high-pass filter 47 that processes the velocity signal calculated from the acceleration signal, flat characteristics can be obtained in the entire frequency region. can get. Therefore, it is desirable that the difference between the cut-off frequencies is within a range of ± 30%. Within this range, the sum of the characteristics of the low-pass filter 45 and the high-pass filter 47 is a maximum deviation of 20% or less, so that the design can be made without greatly affecting the control system.

  Further, in the present embodiment, the permanent magnets 9a and 9b are used for the magnet unit 6 of the magnetic guide device 5, and the steady current is made zero by the zero power control. Therefore, the vibration with respect to the shaking of the car 4 detected by the acceleration signal. Most of the power can be allocated to suppression.

(Second Embodiment)
Next, a second embodiment will be described.

  Here, the control voltage calculators 34a to 34e constituting the control calculator 23 will be described by taking the control voltage calculator 34a related to the x mode as an example. The same applies to the other control voltage calculators 34b to 34e.

  FIG. 7 is a block diagram showing a configuration of a control voltage calculator 34a related to the x mode provided in the control calculator 23 according to the second embodiment. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 6 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  In the first embodiment, when the speed calculator 41 generates the first speed signal from the x-direction displacement signal Δx, the differentiator 44 differentiates the displacement signal Δx. However, the signal of the gap sensor 7 constantly includes a noise component, and steep signal fluctuations are detected at the step of the guide rail 2 and the like. When such a signal is subjected to differential processing, a noise component is amplified, and high-precision control may be difficult.

  Therefore, in the second embodiment, an observer (state estimator) 48 is used instead of the differentiator 44. The observer 48 receives the displacement signal Δx and the current signal Δix and estimates the first velocity signal from these values, and unlike the differentiator 44, the observer 48 rarely amplifies the noise component.

  A smooth signal with less noise can be obtained by attenuating the high-frequency region of the first velocity signal obtained by the observer 48 using the low-pass filter 45 as in the first embodiment. .

  According to such a configuration, the observer 48 obtains the first velocity signal from the displacement signal Δx and the current signal Δix, while the integrator 46 obtains the second velocity signal from the acceleration signal Δax. The first speed signal obtained by the observer 48 is reduced in high-frequency noise by the low-pass filter 45, and the second speed signal obtained by the integrator 46 is reduced in low-frequency noise by the high-pass filter 47. By adding both speed signals, a smooth speed signal Δv free from noise can be obtained, and by performing feedback control based on the speed signal Δv, more stable non-contact guidance control is realized. be able to.

(Third embodiment)
Next, a third embodiment will be described.

  Here, the control voltage calculators 34a to 34e constituting the control calculator 23 will be described by taking the control voltage calculator 34a related to the x mode as an example. The same applies to the other control voltage calculators 34b to 34e.

  FIG. 8 is a block diagram showing a configuration of a control voltage calculator 34a related to the x mode provided in the control calculator 23 according to the third embodiment. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 6 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  In the third embodiment, in the speed calculator 41, an observer (state estimator) 48 is used instead of the differentiator 44, and a gain compensator 49 and a phase compensator 50 are provided at the subsequent stage of the high-pass filter 47. Is provided.

  As described in the second embodiment, the observer 48 receives the displacement signal Δx and the current signal Δix and estimates the first velocity signal from these values. The gain compensator 49 multiplies the second velocity signal obtained from the x-direction acceleration signal Δax by a predetermined gain. The phase compensator 50 adjusts the phase of the second speed signal output from the gain compensator 49.

  According to such a configuration, the observer 48 obtains the first velocity signal based on the displacement signal Δx and the current signal Δix, while the integrator 46 obtains the second velocity signal based on the acceleration signal Δax. It is done.

  Here, when the acceleration signal Δax is passed through the integrator 46, a phase lag may occur in the second speed signal according to the characteristics of the integrator 46, and the phase lag is compensated by the phase compensator 50. Shall. Further, since gain may fluctuate when phase compensation is performed, the gain compensator 49 compensates for the fluctuation. Thereby, when combined with the first speed signal obtained through the observer 48 and the low-pass filter 45, a correct speed signal Δv can be obtained while preventing a time lag. By performing feedback control based on such a speed signal Δv, more stable non-contact guidance control can be realized.

(Fourth embodiment)
Next, a fourth embodiment will be described.
In the fourth embodiment, the location and number of acceleration sensors installed in the car are changed.

  FIG. 9 is a perspective view showing an installation example of the acceleration sensor for the elevator car according to the fourth embodiment. In addition, the same code | symbol is attached | subjected to the same part as the structure of FIG. 1 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  In the first embodiment, as shown in FIG. 1, the three acceleration sensors 12a, 12b, and 12c are used so that at least five directions can be detected. On the other hand, in the fourth embodiment, as shown in FIG. 9, an acceleration sensor 12 a is installed in the vicinity of the center of the rope attachment portion of the car frame 4 b above the car 4, and the car frame below the car 4 is placed. An acceleration sensor 12d is installed in the vicinity of the center of 4b so as to be aligned vertically with the acceleration sensor 12a. These acceleration sensors 12a and 12d are each composed of a biaxial acceleration sensor capable of detecting acceleration in two directions, the x direction and the y direction.

  Usually, the vibration during the elevator traveling has a high ratio of shaking about the motion axis of the rotational motion (x, y, θ, ξ) related to translational motion and tilting. In order to detect these movements, the two acceleration sensors 12a, 12a, 12d is installed near the center position of the car frame 4b above and below the car 4.

  The acceleration signals of these acceleration sensors 12a and 12d are input to the control voltage calculator 34, and a speed signal is generated in the same processing as in the first to fourth embodiments. Thereby, even if the number of installed acceleration sensors 12 is reduced, a relatively good speed signal can be obtained and stable non-contact guidance control can be performed.

(Fifth embodiment)
Next, a fifth embodiment will be described.

  Here, the control voltage calculators 34a to 34e constituting the control calculator 23 will be described by taking the control voltage calculator 34a related to the x mode as an example. The same applies to the other control voltage calculators 34b to 34e.

  FIG. 10 is a block diagram illustrating a configuration of a control voltage calculator 34a related to the x mode provided in the control calculator 23 according to the fifth embodiment. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 6 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

In the fifth embodiment, the speed calculator 41 is provided with a first coefficient multiplier 51, a second coefficient multiplier 52, and a coefficient adjuster 53. The first coefficient multiplier 51 multiplies the first speed signal output from the differentiator 44 by a predetermined coefficient α. The second coefficient multiplier 51 applies a signal obtained by adding the first speed signal obtained through the differentiator 44 and the low-pass filter 45 to the second speed signal obtained through the integrator 46 and the high-pass filter 47. Multiply by a predetermined coefficient β. The coefficient adjuster 53 adjusts the value of the coefficient α of the first coefficient multiplier 51 and the value of the coefficient β of the second coefficient multiplier 52 within a range of α + β = 1.0. A signal obtained by adding the output of the first coefficient multiplier 51 and the output of the second coefficient multiplier 52 is supplied to the gain compensator 42b as a final speed signal Δv.

  In such a configuration, when the non-contact guidance control is started or finished, the car 4 (magnetic guide device 5) needs to be separated from or brought into contact with the guide rail 2. At this time, if the acceleration sensor 12 detects an impact that occurs at the moment when the car 4 and the guide rail 2 come into contact with or move away from each other, the speed signal 41 is generated by the speed calculator 41 and unnecessary shaking is caused. 4 may be given.

  Therefore, in the speed calculator 41, the first speed signal derived from the displacement signal Δx is multiplied by the coefficient α by the first coefficient multiplier 51, and the first speed signal derived from the displacement signal Δx and the acceleration are obtained. A signal obtained by adding the second velocity signal derived from the signal Δax is multiplied by a coefficient β by a second coefficient multiplier 52.

  The coefficient α and the coefficient β change in conjunction with each other, and each has a value of 0 to 1 and changes so that the sum of the values becomes 1. Therefore, when the coefficient α is 1, the coefficient β is 0, and the speed signal Δv output from the speed calculator 41 is the first speed signal derived from the displacement signal Δx. On the other hand, when the coefficient α becomes 0, the coefficient β becomes 1, and the speed signal Δv output from the speed calculator 41 is the second speed derived from the first speed signal derived from the displacement signal Δx and the acceleration signal Δax. This signal is obtained by adding the speed signal. When the coefficients α and β have values of 0 to 1, a speed signal Δv corresponding to the ratio is output.

  Here, when the non-contact guidance control is not performed, that is, when the car 4 is in contact with the guide rail 2 and stopped, the coefficient α is 1 and the coefficient β is 0. When non-contact guidance control is started, control is executed in that state for a while, and the car 4 is separated from the guide rail 2 to be in a non-contact guidance state. Thereafter, the coefficient α is gradually changed from 1 to 0, the coefficient β is changed from 0 to 1, and finally the coefficient α is set to 0 and the coefficient β is set to 1.

  In this way, by manipulating the coefficient α and the coefficient β, the response of the acceleration signal Δax to the impact generated when the car 4 leaves the guide rail 2 is excluded at the start of control, and is derived from the displacement signal Δx. Control can be performed using only the first speed signal.

  Further, when the non-contact state of the car 4 is stabilized, a signal obtained by adding the first speed signal derived from the displacement signal Δx and the second speed signal derived from the acceleration signal Δax is used. As described in the first to third embodiments, control with a high vibration suppression effect can be performed.

  In addition, since the control is smoothly switched by adjusting the coefficients α and β, the control is not inadvertently shaken when the control is switched.

  On the other hand, when the non-contact guidance control is ended, the coefficient α is gradually changed from 0 to 1, and the coefficient β is changed from 1 to 0. By doing so, it is not necessary to introduce a shocking acceleration response generated at the moment when the car 4 comes into contact with the guide rail 2 when the control is stopped, and the car 4 is smoothly brought into contact with the guide rail 2 for control. Can be stopped.

The operations of the coefficients α and β described above are performed by the coefficient adjuster 53.
That is, the coefficient adjuster 53 gradually decreases the coefficient α from 1 to 0 and gradually decreases the coefficient β from 0 to 1 based on the control signal CNT for controlling the operation of the magnetic guide device 5. The first coefficient multiplier 51 and the second coefficient multiplier 52 are adjusted so that the coefficient α is gradually increased from 0 to 1 and the coefficient β is gradually decreased from 1 to 0 at the end of the control.

  Further, the fifth embodiment can be applied with a configuration in which the differentiator 44 of the speed calculator 41 is replaced with an observer 48 as in the second embodiment.

  In the example of FIG. 10, the output of the differentiator 44 is multiplied by the first coefficient. However, if magnetic levitation can be realized even with the signal after the low-pass filter 45 is applied to the output of the differentiator 44, the signal after the low-pass filter processing can be handled as the first velocity signal. In that case, the configuration may be such that the output of the low-pass filter 45 is multiplied by the first coefficient.

(Sixth embodiment)
Next, a sixth embodiment will be described.

  Here, the control voltage calculators 34a to 34e constituting the control calculator 23 will be described by taking the control voltage calculator 34a related to the x mode as an example. The same applies to the other control voltage calculators 34b to 34e.

  FIG. 11 is a block diagram showing a configuration of a control voltage calculator 34a related to the x mode provided in the control calculator 23 according to the sixth embodiment. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 6 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

In the sixth embodiment, as in the fifth embodiment, the speed calculator 41 is provided with a first coefficient multiplier 51, a second coefficient multiplier 52, and a coefficient adjuster 53. The first coefficient multiplier 51 multiplies the first speed signal output from the differentiator 44 by a predetermined coefficient α. The second coefficient multiplier 51 adds a first speed signal obtained through the differentiator 44 and the low-pass filter 45 and a second speed signal obtained through the integrator 46 and the high-pass filter 47 to obtain a third speed. The signal is multiplied by a predetermined coefficient β. The coefficient adjuster 53 adjusts the value of the coefficient α of the first coefficient multiplier 51 and the value of the coefficient β of the second coefficient multiplier 52 within a range of α + β = 1.0. A signal obtained by adding the output of the first coefficient multiplier 51 and the output of the second coefficient multiplier 52 is supplied to the gain compensator 42b as a final speed signal Δv.

  Here, the difference from the fifth embodiment is that the coefficient adjuster 53 adjusts the first coefficient multiplier 51 and the second coefficient multiplier 52 based on the displacement signal Δx.

  That is, as described above, when the non-contact guidance starts or ends, the car 4 (magnetic guide device 5) needs to be separated from or brought into contact with the guide rail 2. At this time, if the acceleration sensor 12 detects an impact that occurs at the moment when the car 4 and the guide rail 2 come into contact with or move away from each other, the speed signal 41 is generated by the speed calculator 41 and unnecessary shaking is caused. 4 may be given.

  Therefore, in the sixth embodiment, when the guidance position of the car 4 is within a predetermined range, the coefficient α is set to 0 so that feedback control is performed using the velocity signal Δv derived from the displacement signal Δx and the acceleration signal Δax. And the coefficient β is 1. On the other hand, when the guide position of the car 4 becomes larger than a predetermined range, the coefficient α is gradually increased from 0 to 1 so that feedback control is performed using the speed signal Δv derived from the displacement signal Δx. At the same time, the coefficient β is gradually decreased from 1 to 0.

  Thus, even when the car 4 (magnetic guide device 5) comes into contact with the guide rail 2 for some reason during running, the car 4 is smoothly run without being shaken by the acceleration signal at the time of collision. be able to.

  The sixth embodiment can be applied with a configuration in which the differentiator 44 of the speed calculator 41 is replaced with an observer 48 as in the second embodiment.

  In the example of FIG. 11, the output of the differentiator 44 is multiplied by the first coefficient. However, if magnetic levitation can be realized even with the signal after the low-pass filter 45 is applied to the output of the differentiator 44, the signal after the low-pass filter processing can be handled as the first velocity signal. In that case, the configuration may be such that the output of the low-pass filter 45 is multiplied by the first coefficient.

  In each of the above embodiments, the magnetic guide device provided in the elevator car has been described as an example. However, the present invention is not limited to the elevator, and a moving body that performs non-contact guidance using magnetic force. If so, it is applicable to all of them.

  In short, the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 1 ... Hoistway, 2 ... Guide rail, 3 ... Rope, 4 ... Car, 4a ... Car door, 4b ... Car frame, 5 ... Magnetic guide apparatus, 6 ... Magnet unit, 7 ... Gap sensor, 8 ... Base, 9a , 9b ... permanent magnets, 10a, 10b, 10c ... yokes, 11a, 11b, 11c, 11d ... coils, 12a, 12b, 12c, 12d ... acceleration sensors, 21 ... magnetic guide control devices, 22 ... sensor units, 23 ... Control calculator 24 ... Power amplifier 25 ... Current sensor 31 ... Displacement converter 32 ... Acceleration converter 33 ... Current converter 34 ... Control voltage calculator 34a-34e ... Control voltage calculator for each mode 35 ... control voltage converter, 41 ... speed calculator, 42a, 42b, 42c ... gain compensator, 43 ... integral compensator, 44 ... differentiator, 45 ... low-pass filter, 46 ... integrator, 47 ... c Pass filter, 48 ... observer, 49 ... gain compensator 50 ... phase compensator, 51 ... first coefficient multiplier, 52 ... second coefficient multiplier, 53 ... coefficient controller.

Claims (12)

In a magnetic guide control device that controls a magnetic guide device that moves a moving body that moves along a guide rail made of a ferromagnetic material from the guide rail by the action of a magnetic force and guides traveling without contact,
A gap sensor installed in the magnetic guide device for detecting a distance between the guide rail and the magnetic guide device;
An acceleration sensor installed on the moving body and detecting the acceleration of the moving body;
First speed calculation means for calculating a first speed signal of the moving body from a signal of the gap sensor;
Second speed calculating means for calculating a second speed signal of the moving body from the signal of the acceleration sensor;
A low-pass filter for attenuating the high-frequency region of the first speed signal obtained by the first speed calculation means;
A high-pass filter that attenuates a low-frequency region of the second speed signal obtained by the second speed calculation means;
Control means for controlling the magnetic guide device based on a signal obtained by adding the first speed signal passing through the low-pass filter and the second speed signal passing through the high-pass filter ;
The control means controls the magnetic guide device using the first speed signal at the start and end of the control, and the first speed signal and the second speed when the movable body is stably lifted. The magnetic guide device is controlled using a signal obtained by adding a speed signal,
The magnetic guide device is controlled by a signal obtained by multiplying the first speed signal by a first coefficient or a signal obtained by multiplying the first speed signal and the second speed signal by a second coefficient. Introduced as a speed signal to
The magnetic guide control device according to claim 1, wherein the first coefficient and the second coefficient have values of 0 to 1 and are set so that a sum of the values is 1 . In a magnetic guide control device that controls a magnetic guide device that moves a moving body that moves along a guide rail made of a ferromagnetic material from the guide rail by the action of a magnetic force and guides traveling without contact,
A gap sensor installed in the magnetic guide device for detecting a distance between the guide rail and the magnetic guide device;
An acceleration sensor installed on the moving body and detecting the acceleration of the moving body;
First speed calculation means for calculating a first speed signal of the moving body from a signal of the gap sensor;
Second speed calculating means for calculating a second speed signal of the moving body from the signal of the acceleration sensor;
A low-pass filter for attenuating the high-frequency region of the first speed signal obtained by the first speed calculation means;
A high-pass filter that attenuates a low-frequency region of the second speed signal obtained by the second speed calculation means;
Control means for controlling the magnetic guide device based on a signal obtained by adding the first speed signal passing through the low-pass filter and the second speed signal passing through the high-pass filter;
The control means controls the magnetic guide device using a signal obtained by adding the first speed signal and the second speed signal when the displacement of the moving body is within a predetermined range, and the moving body The magnetic guide device is controlled using the first speed signal when the displacement of the magnetic field is greater than a predetermined range,
The magnetic guide device is controlled by a signal obtained by multiplying the first speed signal by a first coefficient or a signal obtained by multiplying the first speed signal and the second speed signal by a second coefficient. Introduced as a speed signal to
The magnetic guide control device according to claim 1, wherein the first coefficient and the second coefficient have values of 0 to 1 and are set so that a sum of the values is 1. 3. The magnetic guide control device according to claim 1, wherein a difference between a set cutoff frequency of the low pass filter and a set cutoff frequency of the high pass filter is 30% or less. 3. The magnetic guide control device according to claim 1, wherein the first speed calculation means calculates the first speed signal by differentiating the signal of the gap sensor. 3. The magnetic guide control device according to claim 1, wherein the first speed calculation means is configured by an observer that estimates the first speed signal based on at least a signal from the gap sensor. 3. The magnetic guide control device according to claim 1, wherein the second speed calculation means calculates the second speed signal by integrating the signal of the acceleration sensor. 7. The magnetic guide control apparatus according to claim 6 , further comprising phase compensation means for performing processing for compensating for phase delay due to integration processing of the second speed calculation means on the second speed signal. Based on a control signal for controlling the operation of the magnetic guide device, the first coefficient is gradually decreased from 1 to 0 and the second coefficient is gradually increased from 0 to 1 at the start of control, claims, characterized in that the control end the first coefficient with gradually increasing from 0 to 1, further comprising a coefficient adjusting means for adjusting to gradually reduce the second coefficient from 1 to 0 3. The magnetic guide control device according to 1 or 2 . Based on the displacement signal obtained by the gap sensor, when the guide position of the moving body is within a predetermined range, the first coefficient is set to 0 and the second coefficient is set to 1, so that the moving body is guided. Coefficient adjusting means for adjusting the first coefficient to gradually increase from 0 to 1 and adjust the second coefficient to gradually decrease from 1 to 0 when the position becomes larger than a predetermined range; The magnetic guide control device according to claim 1 , wherein the magnetic guide control device is provided. The acceleration sensor is composed of at least three sensors installed in at least three locations of the moving body. These sensors are not arranged on a straight line, and two of them can detect accelerations in two orthogonal directions. magnetic guide control apparatus according to claim 1 or 2, wherein it is a Do configuration. 2. The acceleration sensor includes two sensors installed at the upper and lower central portions of the movable body, and these sensors can detect accelerations in two orthogonal directions. Or the magnetic guide control apparatus of 2. The magnetic guide device has a magnet unit having an electromagnet and a permanent magnet,
The control device controls the current excited to the electromagnet to guide the moving body without contacting the guide rail, and to the electromagnet regardless of the presence or absence of external force acting on the moving body. 3. The magnetic guide control device according to claim 1, wherein the steady value of the exciting current is converged to zero.

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