Patent Application
20220135367
The present invention relates to an elevator control device configured to reduce abrupt state variations of a car of an elevator, which occur when running of the elevator is started.
In a general rope-type elevator, a car and a counterweight are each suspended by a rope in a traction system with respect to a sheave. This configuration causes a problem in that, when running of the elevator is started, the car and the counterweight are unbalanced in weight. When the car stays at a landing floor, the car is kept under a stationary state through use of a brake. Then, when the running of the car is to be started, an elevator control device first releases the brake. Next, after the brake is released, a motor rotates the sheave, and thus the car starts a running operation. At the timing at which the brake is released, abrupt state variations of the car are liable to occur. Accordingly, from the viewpoint of ride comfort of passengers, in the elevator control device, hitherto, countermeasures against the abrupt state variations of the car have been taken. Examples of the abrupt state variations of the car include acceleration variations of the car and position variations of the car. In the following, the acceleration variations of the car are referred to as “start shock”. Further, the position variations of the car are referred to as “rollback”.
It is well known that the abrupt state variations of the car are caused by an unbalance torque in the motor due to a weight difference between the car and the counterweight. This unbalance torque acts as a stepped input disturbance to the motor along with the brake release, thereby causing the abrupt state variations of the car. In view of the above, a related-art elevator control device adopts the following system (see, for example, Patent Literature 1). That is, the elevator control device detects a load weight of the car through use of a scale being a load detection device, and first estimates an unbalance torque at this time. Next, the elevator control device causes the motor to generate a torque for canceling the estimated unbalance torque, and then releases the brake. With this system, the abrupt state variations of the car are prevented from occurring even immediately after the brake is released. However, this system requires the load detection device. Therefore, there has been a problem of an increase in cost. Further, at the time of installation of the elevator, work related to mounting and adjusting of the load detection device is required, and hence there has been a problem of a further increase in cost. The system described here is called a scale start-up system because a scale is used for the start-up.
In view of the above, in recent years, as a different related-art elevator control device, there has been newly proposed a control system implemented by software without using a load detection device (see, for example, Patent Literature 2). The related-art elevator control device disclosed in Patent Literature 2 adopts a control system configured to estimate an unbalance torque through use of a control theory called a disturbance observer, and to compensate for the estimated unbalance torque.
However, the related-art elevator control device disclosed in Patent Literature 2 has the following problems. That is, the disturbance observer is used as a method of estimating the unbalance torque, and hence there has been a problem in that a calculation load of computing means, for example, a microcomputer, is increased when the disturbance observer is calculated. Further, the control performance for suppressing an influence of the unbalance torque is limited by a bandwidth determined by a frequency characteristic of the disturbance observer. Therefore, there have been problems in that the elevator control device cannot have a sufficient responsiveness for suppressing the influence of the unbalance torque, and in some cases, a required specification regarding the responsiveness cannot be satisfied.
[PTL 1] JP 50-149040 A
[PTL 2] WO 2018/003500 A1
The present invention has been made to solve the above-mentioned problems. The present invention has an object to provide an elevator control device with which, in an elevator control device configured to compensate for an unbalance torque through use of an unbalance torque estimation unit configured to estimate an unbalance torque in a motor without using a load detection device, unbalance torque estimation computation in the unbalance torque estimation unit can be implemented with a smaller calculation load of computing means, for example, a microcomputer, as compared to the related art. Further, the present invention has another object to provide an elevator control device having a sufficient responsiveness for suppressing an influence of the unbalance torque.
According to one embodiment of the present invention, there is provided an elevator control device including: a current detection unit configured to detect a drive current of a motor configured to drive a sheave to rotate, the sheave having a rope looped therearound, the rope suspending, on one side and the other side thereof, a car and a counterweight, respectively, through intermediation of the sheave; a velocity computation unit configured to compute a velocity signal of the motor based on output of a rotation amount detection unit configured to detect a rotation amount of the motor; a velocity command generation unit configured to generate a velocity command signal for the motor; a velocity control unit configured to output, based on the velocity command signal and the velocity signal, a velocity control signal which is a possible torque current command signal so that the velocity signal follows the velocity command signal, to thereby control a velocity of the motor; a current control unit configured to drive the motor so that the drive current follows a torque current command signal input thereto; a brake control unit configured to control switching between a releasing state and a braking state of a brake configured to brake a rotation of the motor; a brake state command generation unit configured to output, to the brake control unit, a brake state command signal for switching between the releasing state and the braking state of the brake; an unbalance torque estimation unit configured to estimate an unbalance torque in the motor caused by a weight difference between the car and the counterweight based on, as two pieces of information in zero velocity control of controlling the velocity of the motor with the velocity command signal being set to zero, a first time period from an output change of the brake state command signal for switching an operation state of the brake from the braking state to the releasing state to a time when the motor starts a rotating operation along with release of the brake, and a positive or negative sign of the velocity signal obtained when the motor starts the rotating operation, and to output an unbalance torque estimation signal being an estimation result; and an addition unit configured to output, to the current control unit, a torque current command signal corrected by adding the unbalance torque estimation signal to the velocity control signal which is output from the velocity control unit, and is the possible torque current command signal.
The present invention is made in accordance with such a new finding obtained this time that the elevator control device according to the present invention, in particular, the unbalance torque estimation unit can estimate the unbalance torque based on the first time period from the output change of the brake state command signal for switching the brake operation state from the braking state to the releasing state to the time when the motor starts the rotating operation along with the release of the brake, and on the positive or negative sign of the velocity signal obtained when the motor starts the rotation. Thus, according to the elevator control device of the present invention, there is provided such an effect that the unbalance torque estimation computation can be implemented with a smaller calculation load of the computing means, for example, the microcomputer, as compared to the related art. Further, there is provided such another effect that the elevator control device of the present invention can have a sufficient responsiveness for suppressing the influence of the unbalance torque.
Now, an elevator control device according to the present invention is described with reference to the accompanying drawings by means of embodiments. In the embodiments and the drawings, the same or corresponding parts are in principle denoted by the same reference symbols, and overlapping description is simplified or omitted as appropriate. The present invention is not limited to the following first or second embodiment, and various modifications can be made thereto without departing from the technical idea of the present invention.
In this case, an elevator mechanical system is formed of components denoted by reference symbols 30 to 36. The elevator mechanical system illustrated in
Now, details of the velocity control system are described with reference to
An addition unit 16 adds the velocity control signal iq_ω_cont and an unbalance torque estimation signal iq_t*_off(Tmes) to be described later, and outputs a torque current command signal iq_t* being a result of the addition. This unbalance estimation signal iq_t*_off(Tmes) is output from an unbalance torque estimation unit 17. As already described here, the unbalance torque estimation signal is written as iq_t*_off. As is made clear later, the unbalance torque estimation signal is dependent on Tmes being the time information serving as a parameter, and hence is represented by iq_t*_off(Tmes). This information Tmes corresponds to information related to a time period referred to as “first time period” to be described later. The torque current command signal iq_t* is input to a current control unit 9. The current control unit 9 performs control so that a motor drive current signal “iq” from a current detection unit 10 follows the torque current command signal iq_t* input thereto. Accordingly, the current control unit 9 normally outputs, to the motor 31, a drive current “iq” that matches the torque current command signal iq_t*.
As a reference, when the value of the unbalance estimation signal iq_t*_off(Tmes) being the output of the unbalance torque estimation unit 17 is zero, as a matter of course, the torque current command signal iq_t* to be input to the current control unit 9 matches the velocity control signal iq_ω_cont being the output of the velocity control unit 15. Similarly, when there is no unbalance torque estimation unit 17 as in the related-art elevator control device, the torque current command signal iq_t* matches the velocity control signal iq_ω_cont.
With the configuration described above, the velocity control system is implemented so that the velocity ω of the motor 31 follows the velocity command signal ω_ref. The velocity signal and the velocity command signal described here are signals related to angles, and hence, strictly speaking, are required to be referred to as “angular velocity signal” and “angular velocity command signal,” respectively. However, unless no misunderstanding of those signals occurs, for the sake of convenience, the signals are referred to as “velocity signal” and “velocity command signal” herein.
A brake 36 has two operation states of braking and canceling of the braking with respect to the motor 31. In the following, the canceling of the braking is simply referred to as “release”. A brake control signal BK_cont output from a brake state command generation unit 7 is given to a brake control unit 8, thereby being capable of switching between a braking state and a releasing state of the brake 36. When the car 34 is moved from a current floor to a target floor, the operation state of the brake 36 is required to be changed in advance from the braking state for immobilizing the car 34 to the releasing state. At this time of brake release, the velocity control system described above is changed from a disabled state to an enabled state. Then, the velocity command generation unit 13 sets the velocity command signal ω_ref in the enabled state to zero. Incidentally, velocity control of controlling the velocity of the motor 31 with the velocity command signal being set to zero is referred to as “zero velocity control” herein.
The unbalance torque estimation unit 17 is configured to estimate the unbalance torque in the motor 31 caused by a weight difference between the car 34 and the counterweight 35. A control system of canceling the unbalance torque is implemented through use of the unbalance torque estimation signal iq_t*_off(Tmes) estimated and output by the unbalance torque estimation unit 17. When the unbalance torque can be canceled, a stepped input disturbance to the motor 31 is not generated. At the time of brake release, the sheave 32 and the car 34 do not move and are in a stable state, and hence occurrence of start shock and rollback can be suppressed.
Now, details of the unbalance torque estimation unit 17 are described. Before the configuration of the unbalance torque estimation unit 17 is described, in order to give priority to facilitating the understanding of the points of the present invention, now, how to obtain the unbalance torque estimation signal in the unbalance torque estimation unit 17 is first described with reference to
As illustrated in
Then,
Points of black circles of
Incidentally, in
In
In this case, according to our experiments, from the plotted actually measured data, we have succeeded in newly recognizing this time that, as shown in
It should be noted that, as a reference, the symbols used in the description of
Further, it can be recognized that there is achieved a relationship in which, as an absolute amount of the unbalance torque is increased, the value of the first time period Tmes is reduced as a linear function.
In this case, the point of
The characteristic waveform indicated by the solid line of
Then, it is understood from
As described above, the elevator control devices according to the first embodiment and the second embodiment to be described later of the present invention are implemented by utilizing the fact that the unbalance torque in the motor 31 caused by the weight difference between the car 34 and the counterweight 35 can be estimated based on, as the two pieces of information in the zero velocity control of controlling the velocity of the motor 31 with the velocity command signal being set to zero, the first time period from the output change of the brake state command signal for switching the operation state of the brake 36 from the braking state to the releasing state to the time when the motor 31 starts the rotating operation along with the release of the brake 36, and the positive or negative sign of the velocity signal obtained when the motor 31 starts the rotating operation.
In this case, the timing at which the motor 31 starts the rotating operation along with the release of the brake 36 is also, as a physical meaning, the timing at which the operation state of the brake 36 changes from a static friction state to a dynamic friction state, and hence can be also said to be a brake state change timing. Accordingly, when the definition of the first time period Tmes is described in other words, the first time period Tmes refers to a time period from a brake release command being a brake state command to the brake state change timing. At this time, it is understood that such information inside the brake 36 that the brake 36 is in the static friction state indicates, as external information, a state in which the velocity signal ω is zero. Further, it is understood that the brake state change timing which is the timing at which the state inside the brake 36 changes from the static friction state to the dynamic friction state indicates, as external information, the timing of a change from the state in which the velocity signal ω is zero to a state in which the velocity signal ω has a value other than zero.
Accordingly, the brake state change timing can be detected as a result as, as the external information, the timing at which the motor 31 starts the rotating operation along with the release of the brake 36.
Description has been given above of how to obtain the unbalance torque estimation signal in the unbalance torque estimation unit 17. Next, with reference to
In
Further, ω to be input to the unbalance torque estimation unit 17 may be a normal velocity signal representing a physical quantity of velocity. Otherwise, for example, ω may be velocity information formed of two signals of A-phase output and B-phase output corresponding to incremental encoder output. In the following, description is first given assuming that ω to be input is a velocity signal.
The velocity signal ω is input to the pre-processing unit 171 including the first detection unit (not shown) and the first determination unit (not shown). The first detection unit is configured to detect the brake state change timing. For example, the first detection unit detects the timing at which the input velocity signal ω changes from zero to a predetermined value other than zero, and outputs a brake state change timing detection signal indicating that the brake state change timing is detected. As described above, the brake state change timing can be detected as, as the external information, the timing at which the motor 31 starts the rotating operation along with the release of the brake 36. Accordingly, a detection method for the brake state change timing may use the timing at which a change indicating the rotating operation of the motor 31 appears in, other than the velocity signal ω described here, for example, at least one of an output signal of the rotation amount detection unit 30, the velocity control signal output from the velocity control unit 15, the drive current signal “iq” which can be obtained from the current detection unit 10, or the torque current command signal iq_t* input to the current control unit 9.
The second detection unit 172 is configured to detect the first time period Tmes. As the first time period Tmes, the second detection unit 172 detects a time period from, as a starting point, the timing of the brake release command that is based on the brake control signal BK_cont, to the detection time of the brake state change timing detection signal. The first determination unit is configured to determine whether the sign of the unbalance torque is positive or negative. More accurately, the first determination unit determines whether the sign of the velocity signal ω is positive or negative at the time point at which the brake state change timing detection signal changes. Specifically, the first determination unit is configured to determine the rotating direction of the motor 31 at the time when the operation state of the brake 36 is changed from the static friction state to the dynamic friction state, and to output rotating direction information “sign”. The rotating direction information “sign” is output as +1 or −1 in accordance with whether the rotating direction is a positive rotation or a negative rotation. Further, more accurately, the rotating direction information “sign” is output as zero when the rotating direction is zero, that is, when no rotation is achieved. The correction torque function unit 174 receives the first time period Tmes and the rotating direction information “sign” as input, to thereby output the unbalance torque estimation signal iq_t*_off(Tmes) based on the positive or negative sign of the rotating direction information. The correction torque function unit 174 is a function dependent on the rotating direction of the motor 31 at the time when the operation state of the brake 36 is changed from the static friction state to the dynamic friction state.
Description has been given above of the case in which co to be input to the unbalance torque estimation unit 17 is a velocity signal. Next, with reference to
As illustrated in
Then, similarly to the contents described above as the case in which ω is a velocity signal, the pre-processing unit 171 includes the first detection unit (not shown) configured to detect the brake state change timing and the first determination unit (not shown) configured to determine whether the sign of the unbalance torque is positive or negative. In view of this, the first detection unit detects the brake state change timing based on the time when a change appears in the two signals of the A-phase output and the B-phase output because the motor 31 starts the rotating operation along with the brake release caused by the brake state command for switching the operation state of the brake 36 from the braking state to the releasing information. As already described above, the brake state change timing can be detected as, as the external information, the timing at which the motor 31 starts the rotating operation along with the release of the brake 36. Accordingly, another detection method for the brake state change timing may use the timing at which a change indicating the rotating operation of the motor 31 appears in, for example, at least one of the velocity control signal output from the velocity control unit 15, the drive current signal “iq” which can be obtained from the current detection unit 10, or the torque current command signal iq_t* input to the current control unit 9.
Further, the first determination unit can distinguish the rotating direction of the encoder, that is, the rotating direction of the motor 31 connected to the encoder based on which of the rising timing of the signal of the A-phase output or the signal of the B-phase output comes earlier, and thus determines whether the unbalance torque sign is positive or negative. The upper diagram of
Specifically,
In the correction torque function shown in
Details of the correction torque function shown in
Meanwhile, details of the correction torque function shown in
As a matter of fact, the characteristics of
The unbalance torque can be estimated through use of the correction torque function computed in the correction torque function unit 174, which is shown in
The four time waveforms of the various signals illustrated in
The present invention is made in accordance with such a new finding obtained this time that the above-mentioned elevator control device according to the first embodiment of the present invention, in particular, the unbalance torque estimation unit 17 can estimate the unbalance torque based on the first time period from the output change of the brake state command signal for switching the operation state of the brake 36 from the braking state to the releasing state to the time when the motor 31 starts the rotating operation along with the release of the brake 36, and on the positive or negative sign of the velocity signal obtained when the motor 31 starts the rotation. In accordance with this new finding, in the elevator control device according to the first embodiment of the present invention, the unbalance torque estimation computation can be performed based on a correspondence relationship typified by a function having a simple characteristic, instead of performing computation by constructing a disturbance observer as in the related art. Thus, there can be provided such an effect that, as compared to the related art, a smaller calculation load of the computing means, for example, the microcomputer, can be achieved. Further, as described above, the torque current command signal iq_t* exhibits a stepped waveform, and thus the unbalance torque is instantly and appropriately corrected. Thus, with the configuration of the elevator control device according to the first embodiment of the present invention, there can be provided such an effect that the elevator control device can have a sufficient responsiveness for suppressing the influence of the unbalance torque.
The elevator control device according to the first embodiment of the present invention has a configuration effective with respect to a case in which, for example, the characteristic of the brake 36 is not greatly changed. In contrast, an elevator control device according to a second embodiment of the present invention is configured to suppress the start shock and the rollback to be small even when, while the elevator system is in operation, the characteristic of the brake 36 is changed by being affected by temperature or the like.
As illustrated in
The behaviors of the various signals after the first time period Tmes [s] has elapsed from the time when the release command is output in response to the brake control signal BK_cont(t) are as follows. As is apparent from
In this case, the velocity control signal iq_ω_cont becomes zero when the unbalance torque estimation signal iq_t*_off(Tmes) can be accurately estimated. However, when the brake 36 has a characteristic change as assumed in the second embodiment, as illustrated in
Description has been given so far of an example in which, as the timing at which the velocity signal ω converges to zero through the zero velocity control, the zero velocity control end timing signal Zero_cont_end(t) which can be obtained from the velocity command generation unit 13a is used. However, instead of using the velocity command, the velocity signal ω can be used, to thereby use a signal obtained by determining whether or not the velocity signal ω has converged to the zero velocity.
Now, with reference to
First, description as a preparation is given below. Points of white circles of each of
Further, the specific update operation for the correction torque function in the correction torque function unit 174a with the update function is as follows. In the example here, in order to facilitate the understanding, first, it is assumed that t2 being a point in the correction torque function shown in
As described so far, when the sign of the velocity signal obtained when the motor 31 starts the rotating operation along with the release of the brake 36, that is, the rotating direction of the motor 31, is positive, the correction torque function shown in
In this case, as the update operation, first, in the correction torque function shown in
With such an update operation being achieved, even when the characteristic of the brake 36 is changed by being affected by temperature or the like, the value “crct” in the subsequent next car raising/lowering operation may be set to zero. Unless the characteristic of the brake 36 abruptly changes in a short period of time, the update operation for the correction torque function in the correction torque function unit 174a with the update function can be repeated so that, even when the characteristic of the brake 36 changes, the unbalance torque is accurately estimated, and, as a result, the start shock and the rollback can be suppressed to be small.
Description has been given so far of the update operation for the correction torque function in the correction torque function unit 174a with the update function assuming that, even after the update, t2 being a point in the correction torque function does not change as before the update.
However, in an actual case, it cannot be said that t2 being a point in the correction torque function does not always change in the correction torque function after the update. That is, the actual correction torque function representing the relationship between the unbalance torque and the first time period Tmes does not always pass through the coordinates (t2, 0).
However, even when the actual correction torque function does not always pass through the coordinates (t2, 0), in the elevator control device according to the second embodiment of the present invention, the update operation for the correction torque function in the correction torque function unit 174a with the update function does not have a big problem even when being based on the assumption that t2 being a point in the correction torque function does not change before and after the update.
The reason therefor is because, even when a correction torque function value in the vicinity of t2 has a modeling error, the influence of the value of the modeling error in the vicinity of t2 on the correction torque function value in the vicinity of t2 is still smaller as compared to the influence of the value of the modeling error in the vicinity of t2 on, for example, the correction torque function value at the time when the measured value of the first time period Tmes is “tn”. That is, the value of the modeling error in the vicinity of t2 is small in degree of influence on the suppression effect for the start shock or the rollback as an error with respect to an estimation value of the unbalance torque amount. In short, when a case in which Tmes on the horizontal axis is in the vicinity of t2 and a case in which Tmes on the horizontal axis is “tn” are compared to each other, the absolute value of the estimation value of the unbalance torque amount is relatively smaller in the former case, and is larger in the latter case. Accordingly, it can be said that the value of the modeling error in the vicinity of t2 has a smaller influence in the latter case as compared to the former case.
In this case,
The four time waveforms of the various signals illustrated in
Above those time waveforms, major timings are shown through use of triangular marks as symbols. Above the triangular marks, numbers are assigned in order from the earliest in the time axis. Those numbers correspond to the numbers assigned to moving periods. That is, when a number 1 is assigned above a triangular mark, it is understood that the triangular mark indicates a major timing related to a moving period 1. White triangular marks indicate timings of the first time period Tmes, and each indicate the timing at which the first time period Tmes has elapsed from the rising of BK_cont(t). Black triangular marks each indicate the rising timing of Zero_cont_end(t) being the zero velocity control end timing signal immediately after the start-up. Triangular marks with horizontal lines each indicate the update timing of the unbalance torque estimation signal iq_t*_off(t).
Further, in a lower portion of
In this case, as the operation of the car 34, the car 34 is stopped in a stop period 1, moved to an upper floor in a moving period 1, stopped in a stop period 2, moved to a lower floor in a moving period 2, stopped in a stop period 3, moved to an upper floor in a moving period 3, and stopped in a stop period 4.
In this case, in order to simplify the description, there is assumed a case in which no passenger gets on or off during the series of operations so that there is no change in in-car load, and, during the stop period, the brake 36 has some change in characteristic with time.
The correction operation for the unbalance torque estimation signal iq_t*_off(t) in the second embodiment is as follows. With reference to
First, at the timing of the black triangular mark 1, the velocity control signal iq_ω_cont(t) is held in the holding means 175, and the unbalance torque correction amount “crct” is measured. The measured value “crct” in this case is cr1. The value “crct” is input to the correction torque function unit 174a with the update function. The correction torque function unit 174a with the update function updates the correction torque function based on “crct”, but this update operation is performed during the stop period 2. In the example of
Similarly, after the operation transitions from the stopped state in the stop period 2 to the moving period 2, at the timing of the black triangular mark 2, the velocity control signal iq_ω_cont(t) is held in the holding means 175, and the unbalance torque correction amount “crct” is measured. The measured value “crct” in this case is cr2. In this example, the sign of cr2 is negative. Similarly, “crct” is input to the correction torque function unit 174a with the update function, and the correction torque function is updated at any timing in the stop period 3. As a result, the unbalance torque estimation signal iq_t*_off(t) after the update is a value obtained by adding cr2 to the value before the correction. The sign of cr2 in this example is negative, and hence the unbalance torque estimation signal iq_t*_off(t) after the update is a value obtained by subtracting an amount corresponding to the amplitude of cr2 from the value before the correction.
Further, similarly, after the operation transitions from the stopped state in the stop period 3 to the moving period 3, at the timing of the black triangular mark 3, the velocity control signal iq_ω_cont(t) is held in the holding means 175, and the unbalance torque correction amount “crct” is measured. The measured value “crct” in this case is zero. At this time, there is assumed a case in which the brake 36 has no change in characteristic, and hence, as a result, the measured value of the unbalance torque correction amount “crct” is zero. Similarly, “crct” is input to the correction torque function unit 174a with the update function, and the correction torque function is updated at any timing in the stop period 3, but, as a result, the unbalance torque estimation signal iq_t*_off(t) after the update is the same value as the value before the update.
Here, as a reference, description has been given with reference to
According to the elevator control device of the second embodiment of the present invention described above, even when the characteristic of the brake 36 is changed by being affected by temperature or the like while the elevator system is in operation, through use of the unbalance torque estimation unit 17a with the update function in place of the balance torque estimation unit 17 in the configuration of the elevator control device according to the first embodiment of the present invention, the unbalance torque estimation unit 17a with the update function can appropriately update the correction torque function for estimating the unbalance torque as the unbalance torque estimation signal. As a result, the start shock and the rollback can be suppressed to be small.
As a matter of course, with the elevator control device according to the second embodiment of the present invention, similarly to the elevator control device according to the first embodiment of the present invention, the unbalance torque estimation computation can be performed based on a correspondence relationship typified by a function having a simple characteristic, instead of performing computation by constructing a disturbance observer as in the related art. Thus, there can be provided such an effect that, as compared to the related art, a smaller calculation load of the computing means, for example, the microcomputer, can be achieved. Further, the torque current command signal iq_t* exhibits a stepped waveform, and thus the unbalance torque is instantly and appropriately corrected. Thus, with the configuration of the elevator control device according to the second embodiment of the present invention, similarly to the elevator control device according to the first embodiment of the present invention, there can be provided such an effect that the elevator control device can have a sufficient responsiveness for suppressing the influence of the unbalance torque.
7 brake state command generation unit, 8 brake control unit, 9 current control unit, 10 current detection unit, velocity computation unit, 13, 13a velocity command generation unit, 14 subtraction unit, 15 velocity control unit, addition unit, 17 unbalance torque estimation unit, 17a unbalance torque estimation unit with an update function, 30 encoder, 31 motor, 32 sheave, 33 rope (including a rope having a belt shape), 34 car, 35 counterweight, 36 brake, 171 pre-processing unit, 172 second detection unit, 174 correction torque function unit, 174a correction torque function unit with an update function
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2019/013995 | 3/29/2019 | WO | 00 |
