JP2008230770A - Safety system of elevator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an elevator safety system capable of easily detecting a vertical position of an elevator car with high reliability, especially detecting landing errors between the car and the floors at a plurality of different levels. <P>SOLUTION: The system comprises a plurality of detection bodies 17, 18, 23, 24 arranged on the same vertical line in an elevator shaft and a plurality of detectors 13, 14 provided for the car 1 and capable of respectively being coupled with and facing to the respective detection bodies. The vertical position of the car, for example, landing errors between the car and the floors are detected at a plurality of different levels, based on a plurality of output signals output from the detectors. The system determines validity of opposite detection by the detection bodies and the detectors based on car position information from a second car position detecting means (8, 9) for equivalently detecting the vertical position of the car or measurement information of elapsed time or a travel distance from the opposite detection of the detection body to the opposite detection of the next detection body by the detector. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an elevator safety system, and more particularly to an elevator safety system suitable for detecting a vertical position of a car.

  In the conventional elevator, the vertical position of the moving car is indirectly detected by counting the output pulses of the pulse generator connected to the electric motor that drives the car. The traveling car position during the traveling is obtained as a remaining traveling distance which is a difference from the floor height table (absolute position) of the planned stoppage floor, and is used to generate a speed command corresponding to the remaining traveling distance. A shielding plate is installed near the stop position on each floor, and a positive detector is installed on the car side to face this shielding plate, and the absolute position of each floor is measured in order from the lowest position when the elevator system is started up. Driving is performed.

  For example, as this type, there is a one-to-one pair of detectors on each floor and a car-side detector, and detects that the car is at the landing position when facing each other (Patent Document) 1). In addition, sensors that directly detect sills, toe guards, fisher plates, etc. that are attached to each floor are installed on the car side, and a car is used when the car passes through each floor without providing a special detector on each floor. There is one in which position correction information is obtained (see Patent Document 2). In addition, there is a bar code that differs from floor to floor on each floor, and a sensor on the car side that detects the floor number of the nearest floor and proposes shortening the recovery time in the event of a power failure (patent) Reference 3). Furthermore, a detection body composed of a plurality of magnets and the like for encoding information unique to each floor is provided in the vicinity of the landing on each floor, and can be opposed to the detection body on the car side and more than the detection body. Some detectors are installed to obtain information such as floor data and door opening zones (see Patent Document 4).

In addition, a number of reflective photodetectors are installed on the car side, and a single large detector is installed on the floor side that faces all detectors. Each detector is turned off sequentially according to the car position. On the basis of switching from ON to ON, there has been proposed a method of discretely detecting a change in the car position from before the landing position to the landing (see Patent Document 5). In addition, multiple detectors are installed on the car side and detectors are installed on the floor side. When the landing error exceeds a specified value, warning lighting is automatically performed according to the situation on the near side or overshoot side. There is also a thing (refer patent document 6). Furthermore, there is a detector that detects a floor on which a car is present by providing a detection body coded on the hoistway side and a plurality of detectors on the car side (see Patent Document 7).
JP 60-223770 A Japanese Patent No. 3744271 JP 7-157220 A Japanese Unexamined Patent Publication No. 7-257845 JP 2000-143109 A JP 2004-149273 A JP 2006-256695 A

  However, in Patent Document 1 described above, it is not possible to determine deviation information or the like other than when the car is exactly facing the destination floor. Moreover, in patent document 2, the position when a passenger car exists before the landing position, the position at the time of landing, etc. could not be determined. Further, in Patent Document 3 and Patent Document 7, only a rough floor number where a car is present is known, and a landing error or the like is not known, and each floor information needs to be coded for each floor. Furthermore, Patent Document 4 also needs to encode each floor information. Further, in Patent Document 5, it is mentioned that the process change before landing can be detected, but there is no specific mention about the usage, and the detection of the error detection amount when the car goes over the floor and stops. There is no mention of. Furthermore, in Patent Document 6, the level of landing error can be determined, but there are only two types of determination: normal or abnormal.

  The present invention has been made from the above-described prior art, and its purpose is to detect the vertical position of the car in a highly reliable and simple manner, and in particular, to detect the landing error between the car and the floor. The object is to provide an elevator safety system that can detect multiple levels.

  In order to achieve the above object, the invention according to claim 1 of the present invention provides a car that moves between a plurality of floors in a hoistway formed in a building, and a driving device that drives the car. And an elevator safety system that detects the position of the car in the vertical direction and reflects it in the elevator control, and a plurality of those arranged on the same vertical line in the hoistway And a plurality of detectors that are provided in the car and that can be opposed to each of the detectors as a pair, and based on a plurality of output signals output from these detectors. It is characterized by detecting the vertical position of the car.

  In the invention according to claim 1 of the present invention configured as described above, a plurality of detection bodies are arranged on the same vertical line in the hoistway, and each of the detection bodies can be opposed to each other in pairs in the car. A plurality of detectors are provided, and the position of the car in the vertical direction is detected based on the output or blocking of the output signals associated with the opposing and non-facing of the detectors and the detectors according to the raising and lowering of the car. In this way, a plurality of detectors are arranged on the hoistway side, and a plurality of detectors that are paired with each detector are provided on the car side, and the car is based on a plurality of output signals output from the respective detectors. By determining the position in the vertical direction, the car position can be detected with high reliability and simplicity.

  The invention according to claim 2 of the present invention is characterized in that a landing error between the car and the floor is detected at a plurality of levels based on an output signal output from the detector.

  In the invention according to claim 2 of the present invention configured as described above, a plurality of detectors are arranged on the hoistway side, and a plurality of detectors paired with the respective detectors are provided on the car side, and each detector is provided. Since the landing error between the car and the floor is determined at a plurality of levels based on the plurality of output signals output from the vehicle, the landing error can be detected with high reliability and ease.

  Further, the invention according to claim 3 of the present invention is such that the pair of detectors and the detector are arranged so as to face each other with a misalignment, and the landing error between the rider and the floor. And the direction of landing deviation can be detected.

  In the invention according to claim 3 of the present invention configured as described above, the paired detectors and the detectors are opposed to each other with their centers shifted from each other, so that the landing error between the car and the floor, and the landing deviation The direction can be detected.

  Furthermore, the invention according to claim 4 of the present invention is provided with second car position detecting means for equivalently detecting the position of the car in the vertical direction, and by the second car position detecting means. The adequacy of the opposite detection by the detector and the detector is determined based on car position information.

  The invention according to claim 4 of the present invention configured as described above is based on the car position information obtained by the second car position detecting means for equivalently detecting the position of the car in the vertical direction. By determining the adequacy of the oncoming detection by, the position detection in the vertical direction of the car can be made highly reliable.

  Further, the invention according to claim 5 of the present invention measures an elapsed time or a moving distance from the detection detection of the detection object to the detection of the next detection object by the detector, and based on the measurement information, the detection object. And the validity of the opposite detection by the said detector is judged.

  In the invention according to claim 5 of the present invention configured as described above, an elapsed time or a moving distance from the detection of the facing of the detection body to the detection of the facing of the next detection body by the detector is measured. The validity of the opposite detection by the detector and the detector is judged by comparison. As a result, the position detection in the vertical direction of the car can be made highly reliable.

  Further, the invention according to claim 6 of the present invention is characterized in that the detector is provided on at least one of the floor sill, the toe guard, and the fisher plate.

  In the invention according to claim 6 of the present invention configured as described above, the detector can be provided on at least one of the existing sill, the toe guard, and the fisher plate in the elevator, thereby simplifying the device mounting operation. .

  Furthermore, the invention according to claim 7 of the present invention is characterized in that the detection body is a hole formed in at least one of a toe guard and a fisher plate.

  In the invention according to claim 7 of the present invention configured as described above, the detection body is a hole formed in at least one of the toe guard and the fisher plate. It is possible to prevent the shaker and the detection body from contacting each other.

  In the invention according to claim 8 of the present invention, when the car is lowered, the upper detector and the lower detector face each other, so that when the car is raised, the lower The detection object and the detector on the upper side face each other to detect that the car has reached a predetermined position in front of the target floor.

  The invention according to claim 8 of the present invention configured as described above is that the car has reached a predetermined position before the target floor in each of the descending operation of the car and the ascending operation of the car. It is possible to reliably detect and reflect this detection to the elevator control.

  According to the present invention, a detector is provided on the car side, and a detector that can face the detector is disposed on the hoistway side, so that the vertical position of the car can be reliably detected. In particular, it is possible to perform various car position detections, including grasping landing errors at the time of stopping of each floor of the car, by a shared device, and the equipment cost can be reduced. In addition, since the detected car position information is scrutinized multiple times, the system can be highly reliable. In addition, since it is possible to detect landing errors on the target stop floor of a car at multiple levels, it is possible to determine whether the car is a serious abnormality that requires immediate maintenance or whether it can continue to operate to some extent. Appropriate warnings and accurate status of the elevator outside can be realized.

  Embodiments of an elevator safety system according to the present invention will be described below with reference to the drawings.

  FIG. 1 is an overall configuration diagram showing a first embodiment of an elevator safety system according to the present invention, FIG. 2 is a schematic diagram showing a facing relationship between a detector and a detector in the first embodiment, and FIG. FIG. 4 is a schematic diagram showing the opposing relationship between the detector and the other detectors in the first embodiment, and FIG. 5 is an explanatory diagram showing the opposing relationship between the detector and the detector in the embodiment of FIG. FIG. 6 is a flowchart showing the procedure of the floor height table creation processing, FIG. 7 is a flowchart showing the procedure of the opposing detection diagnostic processing, and FIG. 8 shows the procedure of other opposing detection diagnostic processing. FIG. 9 is a flowchart showing the procedure of the opposing detection type determination process, and FIG. 10 is a flowchart showing the procedure of the deceleration speed command generation process.

  As shown in FIG. 1, the elevator is connected to a counterweight 3 via a rope 2, and a sheave 4 and a baffle that move between a plurality of floors in a hoistway formed in a building. 5 is suspended. The sheave 4 is driven by a drive motor 6, and the drive motor 6 is supplied with drive power from a power converter 7. A pulse generator 8 is attached to the drive motor 6, and the system controller 9 counts the pulses generated as the drive motor 6 rotates, whereby the speed of the drive motor 6 and the equivalent vertical of the car 1 are counted. The position of the direction and the moving distance of the car 1 are calculated. Further, the car 1 is provided with a car-side door 11 that engages and opens the landing-side door 10 so that the positioning error between each floor surface and the car floor surface is within a predetermined range when the elevator stops. At some point, both doors 10, 11 are allowed to engage and open. The second car position detection means for detecting the position of the car 1 in the vertical direction equivalently includes a pulse generator 8 and a system controller 9, for example.

  As the elevator safety system of the first embodiment, a plurality of detectors 13 and 14 are attached to the car 1 side via mounting brackets 12, and the detectors 13 are arranged on the same vertical line in the hoistway. , 14 are arranged with a plurality of detectors 17, 18 that can face each other in pairs. For example, in the case of the Nth floor, the detection bodies 17 and 18 are attached to the floor sill 15 via the mounting bracket 16. Here, the pair of detection body 13 and detector 17 and detection body 14 and detector 18 are installed so as to be misaligned with each other. That is, as shown in FIG. 2, the vertical center distance Dp of the detectors 17 and 18 is set to be narrower than the vertical center distance Ds of the detectors 13 and 14. This is because three or more situations are found based on the degree of confrontation, which is the degree of opposition between the detectors 17 and 18 and the detectors 13 and 14, and the effect of using the opposite situation for system control is exhibited.

  For example, (A) the facing degree is high (for example, the absolute value of the landing error between the Nth floor and the car floor is small), and both detectors 13 and 14 are facing each other. The detector 13 detects the detection object, the output state of the detection object “Yes”, (B) the degree of confrontation is slightly lower, and the car floor is above the floor, and the detector 13 is the detection object. “None”, output state of detector 14 “detected”, (C) detector 13 detects in the state where the degree of confrontation is slightly lower and the car floor is below each floor. The output state when the body is “present” and the detector 14 is “no”, and (D) the degree of confrontation is very low (the absolute value of the landing error between each floor and the car floor is large) Both detectors 13 and 14 detect the output state of the detector “none”. The output signals of the detectors 13 and 14 are sent as detection signals to the position detection processor 22 via the interfaces 20 and 21. Then, the position detection processor 22 receives two sets of “Yes” and “No” detection signals, “Normal landing”, “Slightly bad: Shifted upward: Car floor is above floor. Logical output of landing error such as “There is landing error”, “Slightly bad: Shifted downward: Car floor is lower than floor surface”, “Abnormal landing”, etc. 9 to send. In the system controller 9, these logical outputs are used as, for example, position correction processing for the car 1, service processing for warning the elevator user in the form of voice guidance, or warning information or emergency maintenance request information for the maintenance company. It is reflected in the process to send.

  Further, the output signals output from the detectors 13 and 14 are used not only for determining landing errors when the car 1 stops, but also for other uses such as speed command generation and door zone detection. That is, for example, when considering the ascending operation, the car 1 stops with the detector 17 and the detector 13 and the detector 18 and the detector 14 facing each other when the car 1 is landed. The detector 18 and the detector 13 once face each other before entering the state (≈Dp / 2 + α, α is a value determined by the detector width, detector width and sensitivity). The output signal output at this time is information indicating that the car 1 has reached a predetermined position in front of the destination floor, and this information can be reflected in the creation of the speed command. Further, this information can be reflected in the detection of the door zone depending on how to set the distance between the detection bodies 17 and 18 (equivalently, the distance Dp between the centers).

  Further, in the first embodiment, not only the detectors 17 and 18 that face the detectors 13 and 14 when the car 1 is stopped on the N floor, for example, the N floor and the N-1 floor Detectors 23 and 24 that are attached to the intermediate fisher plate 26 so as to be opposed to the detectors 13 and 14 and are used for detecting passage through a predetermined position in the hoistway are provided. These detectors 23 and 24, for example, indicate that the car 1 has passed a predetermined deceleration position at the end (here, the upper end) in order to prevent the car 1 from colliding with the uppermost part at the time of abnormality. It is provided for detection. Unlike the multi-level detection of the detection bodies provided on each floor in order to know the landing error, it is sufficient that this facing can detect only the completely facing. Therefore, as shown in FIG. The center-to-center distance Dp1 is set equal to the center-to-center distance Ds of the detectors 13 and 14 in the vertical direction. Here, if the detection body 23 and the detector 13, and the detection body 24 and the detector 14 are recognized as a predetermined deceleration position passing detection with a logical product facing each other, the detection system is duplicated and high reliability can be achieved.

  Further, for example, during the ascending operation, the detection body 24 and the detector 13 face each other, then the detection body 23 and the detector 13, then the detection body 24 and the detector 14, and then the detection body 23 and the detector 14. The rationality of the car position detection system includes composite information such as the fact that the events face each other sequentially, the event occurrences face each other with a time difference taking into account the traveling speed, and the detection intervals of other sets of detection objects. By using it for the check, the accuracy of the validity judgment of the opposite detection between the detector and the detector increases. Further, this logic signal is sent to the system controller 9 and a pulse generator (not shown) driven by a pulse generator 8 attached to the drive motor 6 or a governor rope connecting the car 1 and a speed governor (not shown). If the car position information calculated from counting the pulses of the car is collated with a predetermined position passing timing, higher reliability can be achieved.

  Also, the two detectors 23 and 24 installed between the floor and the floor are two detectors installed on each floor so as to face the two detectors 13 and 14 in order to detect passage. Since 17 and 18 generate multi-level output, they are shaped as an integral structure so that the center-to-center distance is slightly shorter than the center-to-center distance between the two detectors 13 and 14. If it is attached to the equipment in the tower, the dimension adjustment and installation can be made easier.

  Here, based on FIG. 2, FIG. 3, the structure of the detectors 13 and 14 and the detection bodies 17 and 18 is demonstrated in detail. The center-to-center distance Ds between the detector 13 and the detector 14 is shorter than the center-to-center distance Dp between the detectors 17 and 18, and the detector 13 and the detector 17 and the detector 14 and the detector 18 as shown in FIG. Are set so as to face each other with an appropriate overlap (both detectors 13 and 14 detect detectors 17 and 18 and the output is turned ON). As a result, when the car 1 is slightly shifted up and down from the normal landing position and stopped, one of the detectors 13 and 14 does not face the detection body, and the abnormal landing is raised or lowered. The effect of being able to detect which direction occurred is generated. Here, the detectors 13 and 14 are constructed of, for example, eddy current sensors and the detection bodies 17 and 18 of, for example, metal pieces, and a gap of several tens of millimeters can be set in the direction perpendicular to the paper surface. It is possible to avoid contact.

  Here, if the two detectors 17 and 18 are formed integrally with the mounting bracket 16, the mounting operation can be facilitated, and the detectors 13 and 14 are also non-magnetic that the eddy current sensor is difficult to detect. The mounting to the car 1 can be facilitated by integrally forming with a non-ferrous metal fitting such as a body metal or a resin. FIG. 3 shows the positional relationship between the detectors 13 and 14 and the detectors 17 and 18 and the relationship between the outputs O13 and O14 of the detectors 13 and 14. In the state of (1), it is understood that both the outputs O13 and O14 are OFF and the car 1 is stopped with a large deviation from the normal landing position, and some system abnormality that should be maintained immediately has occurred. Here, if the detection body 17 is set a little longer in the upward direction, it can also be used for detecting the door zone. The state (2) is a state in which the output O13 is ON and the output O14 is OFF, and the landing is slightly shifted upward although it is not an abnormal level. Urgent maintenance is not required, but it can be used for remote monitoring of warning levels. The state (3) is landed in a normal state, both detectors 17 and 18 and detectors 13 and 14 face each other, and the outputs O13 and O14 of both detectors 13 and 14 are both ON. . Normally, this state occurs when each floor stops. The state (4) is a state in which O13 is OFF and output O14 is ON, and the landing is slightly shifted downward although it is not an abnormal level. Urgent maintenance is not required, but it can be used for remote monitoring of warning levels. The state of (5) is when abnormal landing occurs as in the state of (1), and the state can be grasped from the OFF state of the two outputs O13 and O14.

  From the information of only the outputs O13 and O14, the state of (5) and the state of (1) cannot be distinguished from each other because the output is OFF, but the distinction is made by using the operation sequence information together. Can be turned on. For example, assuming a descent operation, the pulse signal of the pulse generator 8 is counted by the system controller 9 to calculate the approximate car position, and the detectors 17 and 18 and the detector 13 are completely located near the landing floor. If the car 1 stops without facing the car 14, it is in the state (1), and if the car 1 stops after the states (2), (3), and (4) near the landing floor ( The condition and judgment of 5) can be made. Thus, if the information of the second car position detecting means other than the detectors 17 and 18 and the detectors 13 and 14, that is, the information of the pulse generator 8 and the system controller 9 is used in combination, the landing state of the car 1 Can be grasped with high reliability when each floor is stopped in two or more states.

  Here, based on FIG. 4, the structure of the detection bodies 23 and 24 and the relationship between the detection bodies 23 and 24 and the detectors 13 and 14 are demonstrated in detail. As shown in FIG. 1, the detection bodies 23 and 24 are devices for detecting the position of the car 1 that are installed between the floors and used for emergency deceleration of the end floors. Unlike the detection bodies installed on the floors like the detection bodies 17 and 18, the detection bodies 23 and 24 do not need to check the landing error. Therefore, as shown in FIG. The center-to-center distance Dp1 is set to the same value as the center-to-center distance Ds between the detectors 13 and 14. The outputs O13 and O14 of the detectors 13 and 14 become the same output signal as time passes. Therefore, if both signals are taken into an independent processing device and associated with each other, the reliability of the car position detection system can be improved. An effect is produced. In addition, the transition of the output signal over time when the detectors 13 and 14 face the detectors 23 and 24 installed on the middle floor passes through the detectors installed on each floor without stopping. Since this is different from the output signal of the detector at the time, there is another effect that the soundness of the detectors 13 and 14 can be confirmed also from a logic check between a plurality of detectors.

  Next, the procedure of the system boot up process M1 will be described with reference to FIG. When the system controller 9 is turned on or a system reset is performed, the boot-up process M1 is executed. In M100, system initial value setting processing M100 such as RAM clearing and I / O initialization is executed, and an interrupt waiting state M101 is entered. Although not shown here, as an interrupt, a timer interrupt that counts clocks with a counter and generates an interrupt at regular time intervals, and a position detection processor when the detectors 13 and 14 detect the detectors 17 and 18 facing each other. 22 is an opposite detection interrupt or the like.

  Next, the procedure of the floor height table creation process M2 will be described with reference to FIG. This process consists in measuring the positions of a plurality of detection bodies installed on each floor in order from the bottom and creating a detection object position table. First, when this process is activated, it is determined in process M201 whether or not there is an instruction to execute a floor height measurement operation. If NO, the process returns to the interrupt wait via the return process M202. If an execution command has been issued, first, in process M203, operation is performed at a low speed to the lowest floor for measurement preparation. Next, after arriving at the lowest floor in process M204, the position counter from the bottom that forms a table as the installation position of the detection body is reset, and the ascending operation is started at a low speed while measuring the moving distance. In process M205, it is determined whether it has arrived at the top of the measurement end point. If it has not arrived, the measurement operation is continued in process M206, and in response to an interrupt generated when the detector and the detector face each other, Continue the process of writing the distance traveled from the bottom in the floor height table. If it arrives at the top floor, it will return to the waiting for interruption via process M202, the measurement driving | operation will be complete | finished, and it will be ready to transfer to a normal driving | operation.

  Here, the procedure of the facing detection diagnosis (A) process M3 activated by the detection object interrupt will be described with reference to FIG. Here, the validity of the detection of the facing of the detectors 17 and 18 and the detectors 13 and 14 is determined by a pulse generator 8 attached to the drive motor 6 of the car 3 or a governor drive rope (not shown). High-reliability processing that enables position detection that occurs in areas where there is a strong possibility of face-to-face detection from the position information obtained from the second car position detection means such as a rotating pulse generator and the floor height table It is. First, in the process M301, the position of the car 1 is detected by the second car position detecting means, and then in the process M302, the floor height table is searched to determine whether a detection object exists in the vicinity of the car position. . If YES, it is determined in process M303 that the opposite detection is normal, and various restrictions are not imposed. When it is not near, processing M304 detects that an abnormality has occurred and invalidates the detection itself, that is, notifies the host controller that an abnormality has occurred in the detection object detection sequence, and returns to waiting for an interrupt via process M306. . Thereby, the reliability of detection object detection can be improved. Here, for the sake of convenience, the validity of the opposing detection between the detectors 17 and 18 and the detectors 13 and 14 is determined. However, a plurality of detectors installed on each floor and the detectors 13 and 14 are determined. Needless to say, the validity of the oncoming detection is judged.

  Next, the procedure of the opposite detection diagnosis (B) process M4 started by the detection object interrupt will be described with reference to FIG. Here, the validity of the opposing detection between the detectors 17 and 18 and the detectors 13 and 14 is determined by a plurality of distances between the detectors. In a process M401, a travel distance from the previous facing detection is calculated, and it is determined in a process M402 whether the value matches the table value. If they are almost the same, the function is assumed to be normal in process M403, the process is continued, and if they do not match, an emergency measure is taken such as not adopting the position detection interrupt in process 404, and the check process is terminated via process M405. Although the method of using this determination result will be described later, it is possible to improve the reliability of detection object detection. In this case, the validity of the detection of the counter-detection between the detector and the detector is determined based on the travel distance from the previous counter-detection, but the determination may be made based on the elapsed time from the previous counter-detection. Good. Here, for the sake of convenience, the validity of the opposing detection between the detectors 17 and 18 and the detectors 13 and 14 is determined. However, a plurality of detectors installed on each floor and the detectors 13 and 14 are determined. Needless to say, the validity of the oncoming detection is judged.

  Next, the procedure of the facing detection type determination process M5 will be described with reference to FIG. The detectors 17 and 18 used for landing error detection on each floor are set with the distance between the detectors 17 and 18 different from the distance between the detectors 13 and 14 so that the opposing positions can be detected at a plurality of levels. It is. On the other hand, the detection bodies 23 and 24 used for the emergency deceleration on the end floor need only be able to detect the facing, so the detecting bodies 23 and 24 are installed at positions facing the detectors 13 and 14 in front. Therefore, it is necessary to detect and classify them. The opposite detection type determination process M5 is a process for determining the type of these detection objects. When a task is activated by an opposite detection interrupt or a timer interrupt at a short interval, it is determined in process M501 whether the two detectors have received an interrupt almost simultaneously. If YES, it is determined that the detection body is a detection body 23, 24 other than the detection body installed on each floor for landing error detection, and this information is used in processing M502 such as detection of passage of a predetermined portion not described. The For example, the speed at the time of passing through the end is checked, and if it is equal to or greater than a predetermined value, a process of applying an emergency deceleration or a process of correcting the car position information with this fixed point passing information is performed. On the other hand, if the detectors 13 and 14 have detected an interrupt one by one, it is determined that the detection bodies 17 and 18 have been detected for landing error detection, and this information is used in processing M503. For example, if the car 1 is stopped due to the fusion with the car speed information, it is used for the level determination of the landing error as described above.

  Here, the application to the deceleration speed command generation process M6 will be described with reference to FIG. Speed command generation is started at regular intervals by a timer task. When activated, a deceleration speed command Vr is calculated by a square root calculation of a product of a predetermined deceleration and the remaining travel distance to the target stop floor in process M601. When the remaining distance to the target stop floor remains in process M602, the speed command Vr is used as it is in the speed control system. When the car 1 is approaching near the planned stoppage floor, the speed command Vr is switched. In other words, the speed command corresponding to the near distance information is switched from the timing when the point before the scheduled stop floor is passed. If it is immediately before the stop, it is determined whether or not there is an abnormality in the opposite detection system by looking at the results of the diagnosis processes M3 and M4 in the process M604. Switch to the appropriate speed command and finish the speed command generation process. On the other hand, when an abnormality is detected in the facing detection system, the near distance information on the planned stoppage floor may be inaccurate. Therefore, instead of switching to a speed command corresponding to the near-level distance information as an abnormal process in process M606, there is a possibility that a certain amount of landing error will occur, but a deceleration command Vr based on the more reliable remaining distance information. Execute emergency evacuation process to continue use. Thus, if the rationality determination result of the opposite detection is reflected in the deceleration speed command, there is an effect in improving the system reliability.

  According to the first embodiment, the detectors 13 and 14 are provided on the car 1 side, and the detectors 17, 18, 23, and 24 that can face the detectors 13 and 14 are provided on the hoistway side. It is possible to reliably detect the vertical position of the car 1 with a simple and convenient structure. In particular, grasping the landing error when the car 1 stops at each floor and grasping the abnormal approach of the car 1 to the end floor. Various car position detections such as grasping of the arrival of the car 1 at a predetermined position before the target floor can be performed by the shared device, and the equipment cost can be reduced. In addition, since the detected car position information is scrutinized multiple times, the system can be highly reliable. Furthermore, since it is possible to detect landing errors on the target stop floor of the car 1 at a plurality of levels, it is possible to determine whether it is a serious abnormality requiring immediate maintenance or a state in which operation can be continued to some extent. Appropriate warnings, accurate outside situation of the elevator can be realized. Furthermore, since the detectors 17, 18, 23, and 24 are attached to the sill 15, the toe guard 19, or the fisher plate 26 that are already installed in the elevator, it is possible to simplify the equipment attachment. In addition, by constructing the detectors 13 and 14 by eddy current sensors and the detection bodies 17 and 18 by metal pieces, accurate counter detection can be realized even in a hoistway with much dust.

  FIG. 11 is an enlarged view of a main part showing a second embodiment of the elevator safety system according to the present invention, and FIG. 12 is a schematic diagram showing a facing relationship between a detector and a detector in the second embodiment of the present invention. 13 is an explanatory diagram showing the opposing relationship between the detector and the detector and the signal output state in the second embodiment. In addition, the same code | symbol is attached | subjected to the thing equivalent to what was mentioned above, and the relationship with another apparatus is demonstrated with reference to FIG.

  As shown in FIG. 11, the elevator safety system of the second embodiment is arranged on the same vertical line in the hoistway and can be opposed to the detectors 13 and 14 on the car 1 side in pairs. Holes are formed in the toe guard 19 as the plurality of detection bodies 27 and 28. That is, the detectors 27 and 28 are detected by the detectors 13 and 14 as negative logic of existence. For example, the detectors 13 and 14 are eddy current sensors, and the detection bodies 27 and 28 are equivalently constructed by making a small hole in the toe guard 19 made of a magnetic material and facing the detectors 13 and 14. Sometimes, detection of “No” (= negative logic of “Yes”) is detected, and “No” (= negative logic of “No”) is detected when the detectors 13 and 14 are not opposed.

  Here, based on FIG.12 and FIG.13, the structure of the detection bodies 27 and 28 and the relationship between the detection bodies 27 and 28 and the detectors 13 and 14 are demonstrated. The center-to-center distance Ds between the detector 13 and the detector 14 is shorter than the center-to-center distance Dp2 between the detectors 27 and 28, and the detector 13 and the detector 27, and the detector 14 and the detector 28 as shown in FIG. Are set to oppose each other with an appropriate overlap. When the car 1 is normally landed, the outputs O13 and O14 are both OFF as shown in FIG. 12, and the floor detection may be performed by replacing this signal with negative logic. FIG. 13 shows the positions of the detectors 13 and 14 and the passage of time of the detection bodies 27 and 28 from the state (1) where the car 1 descends from the upper floor and approaches the target floor (1) to the normal landing state (5). The following positional relationship is shown, and it can be seen that a plurality of landing states can be detected before reaching the normal landing state (5).

  According to the second embodiment, the detection bodies 27 and 28 are holes formed in the toe guard 19 so that the position of the car can be detected without causing a protrusion in the hoistway. It is possible to prevent the detectors 27 and 28 from coming into contact with the shaker in the tower.

  FIG. 14 is a schematic view showing a third embodiment of the elevator safety system according to the present invention, and FIG. 15 is an explanatory diagram showing the opposing relationship between the detector and the detector and the signal output state in the third embodiment. . In addition, the same code | symbol is attached | subjected to the thing equivalent to what was mentioned above, and the relationship with another apparatus is demonstrated with reference to FIG.

  As shown in FIG. 14, the elevator safety system of the third embodiment is arranged on the same vertical line in the hoistway and can be opposed to the detectors 13 and 14 on the car 1 side as a pair. A plurality of detection bodies 37, 38 are provided, and holes 37a, 38a are formed in these detection bodies 37, 38. The center-to-center distance Ds between the detector 13 and the detector 14 is shorter than the center-to-center distance Dp3 between the detectors 37 and 38, and the detector 13 and the detector 37 and the detector 14 and the detector 14 are detected as shown in FIG. The bodies 38 are set to oppose each other with an appropriate overlap. The basic detection operation is almost the same as that of the second embodiment described above, but since the holes 37a and 38a are formed in the detection bodies 37 and 38, the detection of the landing error is performed as shown in FIG. You can grasp at more levels. The example of FIG. 15 shows an example in which the car 1 is stopped due to a large landing error in the downward direction starting from the normal landing state (1). Up to the state (9) in which the floor error has occurred, eight stages of landing errors can be detected by the detectors 13 and 14 and the detectors 37 and 38.

It is a whole lineblock diagram showing a 1st embodiment of an elevator safety system concerning the present invention. It is the schematic which shows the opposing relationship of the detector and detection body in 1st Embodiment. It is explanatory drawing which shows the opposing relationship of the detector and detector in 1st Embodiment, and the output state of a signal. It is the schematic which shows the opposing relationship of the detector and other detection body in 1st Embodiment. It is a flowchart which shows the procedure of a system boot up process. It is a flowchart which shows the procedure of a floor height table creation process. It is a flowchart which shows the procedure of an opposing detection diagnostic process. It is a flowchart which shows the procedure of another opposing detection diagnostic process. It is a flowchart which shows the procedure of an opposing detection type determination process. It is a flowchart which shows the procedure of the deceleration speed command generation process. It is a principal part enlarged view which shows 2nd Embodiment of the elevator safety system which concerns on this invention. It is the schematic which shows the opposing relationship of the detector and detection body in the 2nd Embodiment of this invention. It is explanatory drawing which shows the opposing relationship of the detector and detection body in 2nd Embodiment, and the output state of a signal. It is the schematic which shows 3rd Embodiment of the elevator safety system which concerns on this invention. It is explanatory drawing which shows the opposing relationship of the detector and detection body in 3rd Embodiment, and the output state of a signal.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car 2 Rope 3 Balance weight 4 Sheave 5 Deflection wheel 6 Drive motor 7 Power converter 8 Pulse generator (2nd car position detection means)
9 System controller (second car position detection means)
DESCRIPTION OF SYMBOLS 10 Landing side door 11 Car side door 12, 16, 25 Mounting bracket 13, 14 Detector 15 Sill 17, 18, 23, 24, 27, 28, 37, 38 Detector 19 Toe guard 20, 21 Interface 22 Position detection processor 26 Fisher plate Ds Distance between detectors Dp, Dp1, Dp2 Distance between detectors

Claims (8)

A car that moves between a plurality of floors in a hoistway formed in a building, a driving device that drives the car, and a control device that controls the driving device; In the elevator safety system that detects the position in the vertical direction and reflects it in the elevator control,
A plurality of detectors arranged on the same vertical line in the hoistway and a plurality of detectors provided on the car and facing each of the detectors as a pair, and detecting these An elevator safety system characterized in that a vertical position of the car is detected based on a plurality of output signals output from the elevator.   2. The elevator safety system according to claim 1, wherein a landing error between the car and the floor is detected at a plurality of levels based on an output signal output from the detector.   The pair of detectors and the detectors are arranged so as to face each other with a misalignment, and can detect the landing error with the platform and the floor and the direction of landing deviation. The elevator safety system according to claim 2.   Second car position detecting means for equivalently detecting the position of the car in the vertical direction is provided, and based on car position information by the second car position detecting means, the detector and the detector The elevator safety system according to claim 1, wherein validity of the oncoming detection is judged.   The elapsed time or the movement distance from the detection of the detection object by the detector to the detection of the next detection object is measured, and the validity of the detection by the detection object and the detector is determined based on this measurement information. The elevator safety system according to claim 1   The elevator safety system according to claim 1, wherein the detection body is provided on at least one of the floor sill, the toe guard, and the fisher plate.   The elevator safety system according to claim 1, wherein the detection body is a hole formed in at least one of a toe guard and a fisher plate.   When the car is lowered, the upper detector and the lower detector face each other. When the car is raised, the lower detector and the upper detector face each other. 2. The elevator safety system according to claim 1, wherein the elevator detects that the car has reached a predetermined position in front of the destination floor.

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