JP2006327704A - Control device for elevator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device correcting relative position slippage of both counterweight due to winding up speed difference of a hanging rope hoisting machine in case of an elevator of which hanging rope a car is attached to a center part thereof via an adjustment pulley and is attached counterweights on both end parts is driven by at least two hoisting machines. <P>SOLUTION: Counterweight over running detection parts 13a, 13b installed on positions closer to the uppermost end part and the lowermost end part of an elevator shaft than positions where the counterweights 7a, 7b reach and detecting over running of the counterweights 7a, 7b when the car 6 stops at a terminal floor, and a control means stopping rotation of the hoisting machine in the counterweight side when the counterweight over running detection parts 13a, 13b detect over running action of the counterweights 7a, 7b are provided. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an elevator control device for driving a car by two hoisting machines.

A conventional elevator control device that drives a car by two hoisting machines is shown in FIG. 8, for example.
FIG. 8 is the same as that shown in FIG. 1 of Patent Document 1, but is configured and operates as follows. In the figure, 1a and 1b are motors, 2a and 2b are brakes, 3a and 3b are sheaves, and "motor 1a, brake 2a, sheave 3a" and "motor 1b, brake 2b, sheave 3b" are respectively It is assembled as a single hoisting machine. 4a and 4b are baffles, and 5 (5a and 5b) is a single hanging rope, which is hung on a moving pulley 10 installed on the top of the car 6, and the rope 5a side is a sheave. 3a is connected to the upper portion of the counterweight 7a via the deflecting wheel 4a, and the rope 5b side is connected to the upper portion of the counterweight 7b via the sheave 3b and the deflector wheel 4b. Reference numeral 8 is a compensation rope, which is hung on a moving pulley 11 installed at the lower part of the car and is connected to the lower parts of the counterweights 7a and 7b via fixed pulleys 9a and 9b.

  In the above configuration, the motors 1a and 1b of the two hoisting machines are basically controlled at a uniform speed, and the sheaves 3a and 3b rotate at the same speed in the directions of the solid arrows (A and B) shown in the drawing. Therefore, the movable pulleys 10 and 11 basically move up and down without rotating. Here, when a speed difference occurs between the two hoisting machines, for example, when the speed of the sheave 3a becomes higher than the speed of the sheave 3b during winding, this corresponds to the speed difference between the sheaves 3a and 3b. The moving pulleys 10 and 11 move up and down according to the speed while rotating in the direction of the dotted line arrow (C) shown in the figure. In addition, the suspension rope 5 and the compensation rope 8 constitute a single loop via the counterweights 7a and 7b, and the movable pulleys 10 and 11 can be rotated according to the speed difference. The load on the rope 5 is the same on both the 5a side and the 5b side. Therefore, the load applied to the sheaves 3a and 3b of the two hoisting machines becomes the same, and the load imbalance of both the hoisting machines can be eliminated (see Patent Document 1).

  FIG. 8 has almost the same configuration as that shown in FIG. 1 of Patent Document 2, but this elevator control system detects the rotational angle or rotational speed of the movable pulleys 10 and 11. A method is shown in which the relative positional displacement between the suspension rope and the adjustment pulley attachment portion is detected and fed back to at least one hoisting machine drive control portion (see Patent Document 2).

JP-A-6-64863 JP 7-25553 A

According to the elevator system of Patent Document 1, it is possible to balance the load of both hoisting machines, but when the speed difference between sheaves 3a and 3b accumulates, the hoisting rope 5 is connected to both ends. The relative displacement of the counterweights 7a and 7b that are present increases gradually.
At the limit, regardless of the position of the car 6, one counterweight 7a (7b) is at the upper limit position of the stroke as shown in FIG. 9, and the other counterweight 7a (7b) is at the stroke. There may be cases where the lower limit position is reached and no further winding or lowering is possible.
Further, even when the rotational speeds of the hoisting machines are exactly the same, the diameter of the sheave changes due to the difference in wear of the sheaves 3a and 3b, and the hoisting speeds of the ropes 5a and 5b are different. Misalignment can occur. Accordingly, it is necessary to perform control to always equalize the hoisting speeds of the hoisting ropes 5 on the hoisting machine sides (5a, 5b).

Further, according to the elevator control system disclosed in Patent Document 2, the relative positional displacement between the suspension rope and the adjustment pulley mounting portion is to detect the rotation angle of the movable pulleys 10 and 11 attached to the car. Although it will be detected on the side of the passenger car, a general elevator control panel is installed in the hoistway, and transmission delay when transmitting relative position displacement information from the passenger car to the control panel becomes a problem. There is a case.
The present invention has been made in order to solve the above-described problems. For the purpose of preventing the counterweights 7a and 7b from overshooting and correcting the relative displacement of the counterweights 7a and 7b, It is an object of the present invention to provide an elevator apparatus having a ride comfort comparable to that of an elevator apparatus driven and controlled by a hoisting machine.

The elevator control device according to this invention is:
A suspension car having a car attached to the central part via an adjustment pulley and a counterweight attached to both ends is driven by at least two hoisting machines disposed on both sides of the adjustment pulley. In the elevator control device,
When the car stops at the terminal floor, it is installed at a position closer to the uppermost end and the lowermost end of the hoistway than the position where the counterweight reaches, and a counterbalance that detects overshoot of the counterweight. The weight excess detection unit and the counterweight excess detection unit include control means for stopping rotation of the hoisting machine on the counterweight side when the counterweight excess detection is detected.

According to the elevator control device of the present invention,
When the carriage stops at the terminal floor, the counterweight detection unit for the overweight counter installed at positions closer to the uppermost end and the lowermost end of the hoistway than the position where the counterweight reaches, and the balance When the weight overshoot detecting unit detects that the counterweight is overshooting, the control means for stopping the rotation of the hoisting machine on the counterweight side is provided, so that it is possible to reliably prevent the counterweight from overshooting. . In addition, since the control means for correcting the displacement of the counterweight is provided, it is possible to eliminate the relative displacement between the counterweights caused by the difference in the hoisting speed of the hoisting rope on each hoisting machine side. .

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In addition, the same code | symbol shows the same or an equivalent part between each figure.

Embodiment 1 FIG.
1 is a block diagram showing an elevator system according to Embodiment 1 of the present invention.
In FIG. 1, motors 1 a and 1 b rotate and drive steel wheels 3 a and 3 b, respectively, and brakes 2 a and 2 b are configured to apply braking to the rotation drive. 1 a to 3 a and 1 b to 3 b Two hoisting machines are configured. Reference numeral 5 denotes a suspension rope hung on an adjustment pulley (moving pulley) 10 installed at the upper part of a car 6 that moves up and down in the hoistway. One side 5a of the rope is a sheave 3a and a baffle 4a. The other side 5 of the rope is connected to the upper part of the counterweight 7b via the sheave 3b and the deflector wheel 4b. Reference numeral 8 denotes a compensation rope, and this compensation rope is hung on an adjustment pulley (moving pulley) 11 installed at the lower part of the car 6, and counterweights 7a, 7b are provided via fixed pulleys 9a, 9b. Connected to the bottom of the.
In addition, two winders (1a-3a and 1b-3b) are equipped with waves and speed detectors 12a, 12b, respectively, to detect the rotational speed of each winder.

13a indicates that the uppermost end of the hoistway and the uppermost end of the hoistway further than the position where the counterweight reaches when the car 6 stops at the terminal floor in a state where the relative displacement of the counterweight 7a, 7b has not occurred. It is a balance weight overshoot detection switch that is installed at a position close to the lower end, and detects an overshoot of the balance weight, and 13b is an overshoot detection switch attached to the upper and lower ends of the hoistway in the same manner as 13a. The double overshoot detection switch detects the overshoot of the counterweights 7a and 7b and stops the hoisting machine (motor) on the side where the counterweight has excessively passed.
Further, the overshoot detection switches 13a and 13b constitute an overshoot detection unit by a cam switch or a magnetic proximity switch attached to a guide rail of the counterweight, and as described above, the relative positions of the counterweights 7a and 7b. When the car 6 stops at the terminal floor without any deviation, it is installed at the end of the hoistway more than the position where the counterweights 7a and 7b reach, so it is not normally operated. Is done.
Reference numerals 13a1 and 13b1 denote cams attached to the counterweights 7a and 7b, respectively, for operating forced deceleration switches 15a and 15b, which will be described later, and overshoot detection switches 13a and 13b.
16a and 16b are upper fixed pulleys attached to the upper part of the hoistway, 17a and 17b are lower fixed pulleys attached to the lower part of the hoistway, 18a and 18b are upper fixed pulleys 16a and 16b, and lower fixed pulleys 17a and 17b. And ropes that are connected to the counterweights 7a and 7b and transmit the movement of the counterweights 7a and 7b to the position detecting devices 14a and 14b.
The position detection devices 14a and 14b are constituted by, for example, encoders and attached to the upper fixed pulleys 16a and 16b, and detect the movement of the counterweights 7a and 7b via the ropes 18a and 18b. When the forced deceleration switches 15a and 15b described later are operated, the position information of the counterweights 7a and 7b held by the position detection devices 14a and 14b is corrected.

FIG. 2 is a block diagram illustrating a configuration example of the drive control circuit according to the first embodiment.
In FIG. 2, 12a and 12b are speed detectors installed in the motors 1a and 1b of the hoisting machines, 21a and 21b are power converters that supply power to the motors 1a and 1b, and 22a and 22b Current controllers 23a and 23b for giving commands to the power converters 21a and 21b are speed controllers, and the difference between the speed command given from the speed command device 24 and the actual speed obtained from the speed detectors 12a and 12b is zero. Control is performed as follows.
Reference numeral 25 denotes an operation management device for instructing the operation state of the elevator.
When the operation of the overshoot detection switch 13a is detected by the receiving circuit 26, an emergency stop command is output to the operation management device 25, and the power converter 21a cuts off the supply of power to the motor 1a and the brake 2a and winds up. Stop the upper machine from rotating. Similarly, when the operation of the overshoot detection switch 13b is detected by the receiving circuit 26, an emergency stop command is output to the operation management device 25, and power supply to the motor 1b and the brake 2b is cut off by the power converter 21b. Thus, the rotation of the hoisting machine can be stopped, and the counterweights 7a and 7b can be prevented from overtraveling.

FIG. 3 is an explanatory diagram of a forced deceleration pattern set at a higher deceleration than the normal deceleration pattern. The horizontal axis in FIG. 3 indicates the remaining distance to the counterweight stop position during terminal floor travel, and the vertical axis indicates the counterweight speed (equal to the motor rotation speed on the side that drives the counterweight).
Normally, the elevator is controlled so that the passenger car and the floor can land without any steps. However, when the position of the two counterweights 7a and 7b is shifted on the terminal floor, when the hoisting machine is driven according to the normal deceleration pattern, the counterweight on one side may go too far. Therefore, when this happens, the normal deceleration pattern is compared with the forced deceleration pattern set at a higher deceleration than this normal deceleration pattern, and the smaller one is adopted, so that the counterweight is adopted. Prevent the overshoot of the car and land the car in the normal position.
Normally, the relationship between the remaining distance of the counterweight and the speed is represented by a dotted line in FIG.
As shown by the arrow P1 in FIG. 3, when the speed of the counterweight exceeds the forced deceleration pattern indicated by the solid line, the motor speed command on the side that drives the counterweight is changed to the forced deceleration pattern ( By switching to the arrow P2), the counterweight can be stopped at a normal position.
That is, when the speed of the counterweight is larger than the forced deceleration pattern, the control means for controlling the rotation of the hoist according to the forced deceleration pattern is provided, and the counterweight is overrun without impairing the ride comfort of the elevator. It is preventing.

FIG. 5 is an explanatory diagram of the counterweight position correcting operation at the time of stopping.
Based on this FIG. 5, the balance weight position correction operation | movement performed at the time of an elevator stop is demonstrated (refer the flowchart of FIG. 4 mentioned later).
When the counterweight of the counterweight is displaced, for example, when the counterweight 7a is at a relatively higher position than the counterweight 7b, the motor 1a, 1b is rotated at a constant speed in the direction A to The relative displacement of the counterweights 7a and 7b can be corrected without the car 6 moving.
On the other hand, when the counterweight 7a is at a position relatively lower than the counterweight 7b, the car 6 does not operate by rotating the motors 1a and 1b at the same speed in the direction B. The relative displacement of the counterweights 7a and 7b can be corrected.
As described above, it is possible to provide an elevator control device in which the counterweight does not exceed the end of the stroke by preventing the counterweight from being displaced.

Embodiment 2. FIG.
FIG. 6 is a configuration diagram showing an elevator system according to Embodiment 2 of the present invention.
In the figure, motors 1a and 1b are configured to rotationally drive sheaves 3a and 3b, respectively, and brakes 2a and 2b are configured to apply braking to the rotational drive. Reference numeral 5 denotes a suspension rope hung on an adjustment pulley (moving pulley) 10 installed at the top of the car 6. One side 5a of the rope is a counterweight via a sheave 3a and a deflector 4a. The other side 5b of the rope is connected to the upper part of the counterweight 7b via the sheave 3b and the deflector 4b. Reference numeral 8 denotes a compensation rope, which is hung on an adjustment pulley (moving pulley) 11 installed at the lower part of the car 6, and is connected to lower parts of the counterweights 7a and 7b via fixed pulleys 9a and 9b. ing.
Moreover, speed detectors 12a and 12b are attached to the two hoisting machines (1a to 3a and 1b to 3b), respectively, and the rotational speed of each hoisting rod is detected.
Reference numeral 13a denotes an overshoot detection switch that is attached to the upper and lower ends of the hoistway as in the first embodiment, and detects the overshoot of the counterweight 7a and stops the motor 1a.
Similarly to 13a, 13b is an overshoot detection switch attached to the upper and lower ends of the hoistway, and detects the overshoot of the balance rod 7b and stops the motor 1b.
Further, the overshoot detection switches 13a and 13b are located at positions more than the positions at which the counterweights 7a and 7b reach when the car 6 stops at the terminal floor in a state where the relative positions of the counterweights 7a and 7b are not generated. Further, it is installed on the end side of the hoistway and normally does not operate.
Reference numerals 15a and 15b are examples of absolute position detection units in the absolute position detection device, and are forced deceleration switches that detect the absolute positions of the counterweights 7a and 7b, respectively. This forced deceleration switch is closer to the center of the hoistway than the forced deceleration start position of the forced deceleration pattern of FIG. 3, that is, from the end of the balance weight stroke (upper and lower ends of the hoistway) from the center by the decelerable distance + margin. Are attached to the absolute position of the car or counterweight by means of a beam of a hoistway or an arm (not shown) extended from a rail R for guiding the counterweight.

FIG. 7 is a block diagram illustrating a configuration example of the drive control circuit according to the second embodiment.
In FIG. 7, 12a and 12b are speed detectors installed in the motors 1a and 1b of the hoisting machines,
Reference numerals 21a and 21b denote power converters that supply power to the motors 1a and 1b, 22a and 22b denote current controllers that give commands to the power converters 21a and 21b, and 23a and 23b denote speed controllers. The control is performed so that the difference between the speed command given from the above and the actual speed obtained from the speed detectors 12a and 12b becomes zero.
Reference numeral 25 denotes an operation management device for instructing the operation state of the elevator.
When the operation of the overshoot detection switch 13a is detected by the receiving circuit 26, an emergency stop command is output to the operation management device 25, and the power converter 21a cuts off the supply of power to the motor 1a and the brake 2a and winds up. Stop the upper machine from rotating. Similarly, when the operation of the overshoot detection switch 13b is detected by the receiving circuit 26, an emergency stop command is output to the operation management device 25, and the power converter 21b cuts off the supply of power to the motor 1b and the brake 2b. Stop the hoist.
When the operation of the forced deceleration switches 15a and 15b is detected by the receiving circuit 26, the speed command device 24 updates the absolute position information.
The counterweight position is obtained from the absolute position information and the integrated value of the actual speeds obtained from the speed detectors 12a and 12b. The operation after detecting the absolute positions of the counterweights 7a and 7b is the same as that in the first embodiment.
As described above, by using the forced deceleration switch for detecting the absolute position of the counterweight, it is possible to provide an elevator control device in which the counterweight does not exceed the end of the stroke at a low cost.

FIG. 4 is a flowchart for explaining the operation of the speed command device 24 and the operation management device 25. For simplicity, only one counterweight is described, but this operation is performed for each of the two counterweights. To do.
(1) When the elevator is running (YES in S301) and the remaining distance of the counterweight is not more than a predetermined value from the terminal floor (YES in S302), the speed command and forced deceleration of the hoisting machine The patterns are compared and the smaller absolute value is output (S303).
(2) In the case of NO in S302, that is, when the remaining distance of the counterweight from the terminal floor is a predetermined value or more, the above comparison operation is terminated.
(3) When the elevator is stopped (NO in S301) and the relative weight shift of the counterweight is equal to or greater than a predetermined value (S304), the hoisting machine is driven in the same direction so that the car does not move. By performing the correction operation at the time of stop (S305), the relative displacement of the counterweight is corrected.
Since the position of the counterweights 7a and 7b when the elevator stops at the terminal floor changes due to the elongation of the rope, the terminal floor stops periodically during adjustment immediately after installation of the elevator, during maintenance, when the terminal floor stops, etc. The absolute position of the counterweight at the time is detected by the absolute position detector and learned.

It is a block diagram of the control apparatus of the elevator in Embodiment 1 of this invention. It is a block diagram of the elevator control circuit in Embodiment 1 of this invention. It is a figure explaining the forced deceleration pattern in Embodiment 1 of this invention. It is a flowchart explaining the operation management apparatus operation | movement in Embodiment 1 of this invention. It is a figure explaining the operation | movement of the balance weight position correction operation | movement at the time of the stop in Embodiment 1 of this invention. It is a block diagram of the control apparatus of the elevator in Embodiment 2 of this invention. It is a block diagram of the elevator control circuit in Embodiment 2 of this invention. It is a block diagram which shows the control apparatus of the conventional elevator. It is explanatory drawing which shows the upper limit position and lower limit position of the stroke of a counterweight.

Explanation of symbols

1a, 1b Motor 2a, 2b Brake 3a, 3b Sheave 4a, 4b Baffle 5, 5a, 5b Suspension rope 6 Ride car 7a, 7b Balance weight 8 Compensation rope 9a, 9b Fixed pulley 10 Adjusting pulley (moving pulley)
11 Adjustment pulley (dynamic pulley)
12a, 12b Speed detector 13a, 13b Overshoot detection switch 13a1, 13b1 Cam 14a, 14b Position detection device 15a, 15b Forced deceleration switch 16a, 16b Upper fixed pulley 17a, 17b Lower fixed pulley 18a, 18b Rope 21a, 21b Power converter 22a, 22b Current controller 23a, 23b Speed controller 24 Speed command device 25 Operation management device 26 Receiver circuit

Claims (5)

A suspension car having a car attached to the central part via an adjustment pulley and a counterweight attached to both ends is driven by at least two hoisting machines disposed on both sides of the adjustment pulley. In the elevator control device,
When the car stops at the terminal floor, it is installed at a position closer to the uppermost end and the lowermost end of the hoistway than the position where the counterweight reaches, and a counterbalance that detects overshoot of the counterweight. The weight overshoot detection unit and the counterweight overload detection unit include control means for stopping rotation of the hoisting machine on the counterweight side when the overweighting operation of the counterweight is detected. Elevator control device. A suspension car having a car attached to the central part via an adjustment pulley and a counterweight attached to both ends is driven by at least two hoisting machines disposed on both sides of the adjustment pulley. In the elevator control device,
According to the speed detector that detects the rotational speed of the hoisting machine, the absolute position detection device that detects the absolute position of the counterweight when the car stops at the terminal floor, and the distance to the terminal floor When the rotational speed of the hoisting machine is higher than the speed of the deceleration pattern set to smoothly decelerate, the rotational speed of the hoisting machine on the counterweight side is decelerated according to the deceleration pattern and the counterweight A control device for an elevator, comprising forced deceleration means for preventing excessive travel. A suspension car having a car attached to the central part via an adjustment pulley and a counterweight attached to both ends is driven by at least two hoisting machines disposed on both sides of the adjustment pulley. In the elevator control device,
When the car stops at the terminal floor, it is installed at a position closer to the uppermost end and the lowermost end of the hoistway than the position where the counterweight reaches, and a counterbalance that detects overshoot of the counterweight. A weight overshoot detection unit, a control means for stopping the rotation of the counterweight-side hoist when the counterweight overshoot detection unit detects an overshoot operation of the counterweight,
A speed detector for detecting the rotational speed of the hoisting machine;
From the absolute position detection device that detects the absolute position of the counterweight when the car stops at the terminal floor, and the speed of the deceleration pattern that is set to smoothly decelerate according to the distance to the terminal floor In addition, when the rotational speed of the hoisting machine is high, it is provided with a compulsory deceleration means that decelerates the rotational speed of the hoisting machine on the counterweight side according to the deceleration pattern and prevents the counterweight from going too far. Elevator control device.   3. The elevator control device according to claim 2, wherein the absolute position detection device comprises an absolute position detection unit installed closer to the center of the hoistway than the forced deceleration start position.   If the relative displacement of the counterweight is greater than or equal to a predetermined value when the car is stopped, the car position is changed by rotating the two hoisting machines at the same speed in the same direction. The elevator control device according to claim 1 or 2, further comprising a control unit that corrects a positional deviation of the counterweight without causing the counterweight to shift.

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