JP2012162401A - Power control apparatus for elevator car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the weight of a tail cord and the capacity of a battery mounted on an elevator car.SOLUTION: The power control apparatus for the elevator car supplies power to a battery device via a power line from a power source in a building when the battery device is charged, and supplies power to an electric appliance from the battery device and the power source in the building via the power line when the battery device is not charged.

Description

  The present invention relates to a power control device for an elevator car, and specifically, for an electrical device such as an air conditioner, lighting, and a car door driving device mounted on an elevator car, a storage battery, etc. The present invention relates to a power control device for an elevator car that controls the power used and the charge / discharge power.

The electric power supply cable connecting the elevator car and the control panel is called a tail cord or a moving cable (traveling cable).
This tail cord is long, such as several hundred meters or more, in a high-rise building elevator, and its weight increase is a problem. Moreover, in an earthquake with a very strong seismic intensity, there is a concern that the tail cord may be caught by equipment in the hoistway due to the shaking.

For this reason, many technologies relating to tail cordless elevators have been filed in which a storage battery is mounted on the car side, the tail cord is eliminated, and electric power is supplied from the storage battery to an electric device such as an air conditioner or lighting mounted on the car.
These technologies are aimed at how to reduce the capacity of newly added storage batteries due to tail cordlessness and how to prevent the storage batteries from running out of charge. For example, a generator that converts the kinetic energy of an elevator into electrical energy via a drive roller pressed against a guide rail, a non-contact power supply that supplies power in a non-contact state to a car at the elevator stop floor, and a storage battery Are installed in the car, and the technology related to the tail cordless elevator is designed to supply electric power from the generator to the car while the elevator is running and to supply power to the car from the non-contact power feeder when the elevator is stopped. An application has been filed. According to this technique, the capacity of the storage battery can be reduced (see, for example, Patent Document 1).

  In addition, a storage battery is mounted on the car and the counterweight, and when the car stops on a specific floor, it is equipped with a non-contact power feeder that supplies power to the storage battery in a non-contact manner, and the remaining capacity of the storage battery is below a predetermined value A technology related to a tail cordless elevator that moves a car to a specific floor of a non-contact power feeder when it comes to has been filed. According to this technique, the possibility of running out of the battery can be reduced (see, for example, Patent Document 2).

In addition, it is intended to reduce the power consumption of electrical equipment mounted on elevator cars such as air conditioners and lighting, and many applications have been filed for technologies that reduce power consumption, especially for air conditioners with high power consumption. ing.
For example, a storage battery mounted on the car that supplies power to the air conditioner, a means for supplying power from the building power supply to the car air conditioner on each floor, and a power supply destination for the air conditioner to either the storage battery or the building power supply The elevator car is moving between floors, the power is supplied from the storage battery to the air conditioner and the power consumption of the air conditioner is controlled to the minimum value. While the vehicle is stopped, an application has been filed for a technology relating to control of an elevator air conditioner that performs control so that the power consumption of the air conditioner is maximized after power is supplied from the building power supply to the air conditioner. According to this technology, it is possible to suppress the maximum power consumption of the entire elevator including the power of the driving system that moves the car (see, for example, Patent Document 3).

In addition, it consists of means for detecting the number of elevator users in the passenger car and halls on each floor, means for analyzing and learning the floor with a large number of users and its time zone, and means for calculating the comfort level in that time zone. A technology for controlling the operation of the elevator car air conditioner in advance according to the comfort level calculated based on the time zone has been filed. With this technology, the user can control the air conditioner with a driving efficiency that is not excessive or insufficient without feeling uncomfortable (for example, see Patent Document 4).
Furthermore, a technique has been filed in which a human body that is about to enter an elevator is detected and the amount of air blown from the air conditioner into the car is adjusted. Specifically, when there are no passengers, the elevator car air conditioner is stopped to save energy, and when a passenger entering the car is detected, the air conditioner is operated from the stop mode to the strong wind mode. By the control, the passenger can feel cooler (see, for example, Patent Document 5).

JP-A-5-294568 International Publication No. 2002/057171 JP 2002-21118A JP-A-9-155102 JP 2001-328771 A

However, according to the technique disclosed in Patent Document 1 described above, in order to obtain a power generation amount sufficient to reduce the capacity of the storage battery, it is necessary to increase the driving roller of the generator and provide a plurality of generators. There is. For example, a car air conditioner has a large rated power of several kW, and therefore the capacity of the storage battery is on the order of kWh, and thus the scale of the storage battery is large.
In order to reduce this capacity, the amount of power generated by the generator must also be increased, and in order to increase the generated power, the number of generators must be increased and the number increased. In addition, in order to reduce the sliding of the driving roller, the force for pressing the driving roller against the rail must be increased, which increases the friction of the driving roller and causes the speed of the car to decrease. In order to avoid this, it is necessary to increase the output power by increasing the rated power of the hoist such as a motor that moves the car and the inverter. As a result, the scales of the hoisting machine and the inverter are increased, which causes a problem that the scale of the entire elevator system is increased. In addition, since a plurality of large-scale generators are attached, problems such as an increase in cost and an increase in the weight of the car arise. There is also concern about noise caused by friction between the drive roller and rail. Therefore, it is considered difficult to greatly reduce the capacity of the storage battery.

Moreover, according to the technique disclosed in Patent Document 2, if it is predicted that the remaining amount of the storage battery will be reduced or reduced, the car will eventually wait on the floor where the charging device is located. For example, when a non-contact power supply is installed on the lobby floor such as the first floor, in a traffic flow where a landing call is generated on each upper floor and heading to the lobby floor, as in the first half of lunch or work hours Because the car is waiting on the lobby floor, it takes time to reach the landing call generation floor above. Therefore, there is a concern that the waiting time of the user increases.
In particular, in an elevator in a high-rise zone (for example, setting to stop at the landings from the first floor and the 30th floor to the 40th floor), the distance between the lobby floor and the other floors is long, so this problem is considered to be serious. In order to avoid this, for example, if a plurality of non-contact power feeders are arranged on a plurality of floors, the remodeling cost of the building increases in addition to the device cost. In order to avoid the two problems described above, the capacity of the storage battery must be increased as a result.

Further, according to the technique disclosed in Patent Document 3, it is necessary to install a considerable number of power feeding devices on the building side in order to reduce the capacity of the storage battery mounted on the car. In Patent Document 3, it is described that it is installed on each floor. For example, if a power supply device for a car is provided on each floor of a 10-story building, the cost (device cost and building remodeling cost) is considerably large. become. In addition, maintenance of the power supply apparatus must also look at each floor, which requires human labor. On the other hand, if the number of power supply devices is reduced, the chances of charging are reduced, so the capacity of the battery installed in the car must be increased, the weight of the car increases, and the scale of the entire elevator system increases. It will be.
In addition to the above-mentioned problems with storage batteries, the air conditioner output is set to the maximum at every stop on the predetermined floor, so depending on the situation, there is a possibility of operating the air conditioner with an unnecessarily strong output, passengers who got in the car However, there is a concern that the air conditioning output may become uncomfortable.

Further, according to the technique disclosed in Patent Document 4, it is necessary to maintain comfort in a crowded time zone where there are many users, the output of the air conditioner must be constantly increased, and power consumption can be increased. High nature. Furthermore, since the learning data is a statistical guess, it may not always fit the user's situation at that time. For example, a large number of passengers are not always in the car even in a crowded time zone, and even if the ascending direction is crowded, there are often cases where the number of passengers is zero in the descending direction. In this case, it can be said that it is useless to increase the output of the air conditioner evenly because it is a busy hour.
As a result, when power is supplied from the storage battery to the air conditioner, there is a possibility that the amount of charge of the storage battery will be insufficient on the way. Temporary events such as the start and end of a large meeting are very crowded, but cannot be predicted by learning, so the air conditioner output may not be properly controlled.

  Further, according to the technique disclosed in Patent Document 5, passengers always get on and off at the time of congestion, and there is a possibility that the air conditioner is always operated in a strong wind mode. Although the number of passengers is small even in normal times, there is a demand for traffic traveling on each floor, so passengers always get on and off on each floor, and the air conditioner may have to always operate in strong wind mode. As a result, since the output power of the air conditioner increases, there is a possibility that the amount of charge of the storage battery will be insufficient during the supply of power from the storage battery to the air conditioner.

As described above, according to the technologies disclosed in Patent Documents 1 to 5, instead of being able to reduce the capacity of the storage battery mounted on the car for tail cordlessness, the apparatus configuration of the entire elevator system is reduced. There is a possibility that a new problem such as an increase in waiting time or an increase in waiting time at the user's platform may arise. Accordingly, it is considered that these methods have a great adverse effect on others and it is difficult to substantially reduce the storage battery capacity.
In addition, regarding the power consumption control of elevator car air conditioners, the power consumption is controlled by appropriately controlling the air conditioners according to the situation and demands of the passengers in the elevator car, and eliminating unnecessary output operations of this air conditioner. It is difficult to achieve both goals of reducing the amount. As a result, it is difficult to reduce the capacity of the storage battery mounted on the car even if these technologies are applied to the control of an elevator air conditioner that is tail-cored. Therefore, it is difficult to substantially reduce the storage battery capacity in any of the technologies, and an increase in the weight of the storage battery cannot be avoided, and the effect of weight reduction by eliminating the tail cord is offset.

  The present invention has been made in order to solve the above-mentioned problems. In addition to making the tail cordless of the elevator or reducing the weight of the tail cord, it realizes a reduction in the capacity of the storage battery mounted on the car, which is an important design item for that purpose. An object of the present invention is to provide an elevator car power control device that can reduce the amount of power consumption by eliminating waste of power consumption of electric devices such as air conditioners and lighting.

  In order to solve the above-described problems, an elevator car power control apparatus according to a first aspect of the present invention is an elevator equipped with a storage battery mounted on the elevator car and an air conditioner to which power is supplied from the storage battery. The operation output of the air conditioner is adjusted according to the floor on which the passenger gets when the remaining charge of the storage battery is equal to or less than the predetermined remaining charge. For this reason, it is possible to change the air conditioner output based on the floor on which the passenger gets in by using the characteristic that the required output of the air conditioner differs depending on the floor where the passenger enters.

In addition, an elevator car power control apparatus according to a second aspect of the present invention includes an electric power feeder installed on a predetermined floor on the building building side, and an electric power feeder while the elevator car is stopped on these predetermined floors. A storage battery installed in the car to which power is supplied and an air conditioner installed in the car and supplied with power from the storage battery, and can also supply power from the power supply device when the elevator car is stopped on a predetermined floor In an elevator equipped with an air conditioner, while the elevator car is stopped at a predetermined floor, the operation output of the car air conditioner is increased and the discharge current from the storage battery is controlled to be zero. is there.
By controlling in this way, the building power supply can be used on the predetermined floor where the power feeder is installed, so the output of the air conditioner can be increased and used to maximize the temperature in the car in a short time. On the other hand, the discharge current of the storage battery at that time can be made zero to suppress the output from the storage battery.

  An elevator car power control apparatus according to a third aspect of the present invention is an elevator comprising a storage battery installed in an elevator car and a lighting device installed in the car and supplied with power from the storage battery. When the number of people in the elevator car is zero, the output of the lighting device of the elevator car is adjusted according to the remaining charge of the storage battery. By controlling in this way, it is considered that the lighting of the car does not necessarily need to be brightly illuminated when there is no person in the car, and the output can be adjusted according to the remaining charge of the storage battery.

An elevator car power control apparatus according to a fourth aspect of the present invention includes a storage battery installed in the elevator car, an air conditioner installed in the elevator car and supplied with power from the storage battery, and a car position display. Elevator car power control when the storage battery charge level falls below a predetermined value in an elevator equipped with a device, a lighting device, a car door drive device, and an interphone device used for communication between the car and the outside. The device issues a command as to whether or not to supply power to each device according to the remaining charge of the storage battery, and each device is in the order of air conditioner, car position display device, lighting device, car door drive device, interphone device. The power supply is controlled to be stopped.
As a result, when the power supply to each device in the car must be stopped due to insufficient charge remaining in the storage battery, it is based on the remaining charge for convenience of passengers in the car. Can be stopped in the above order.

An elevator car power control apparatus according to a fifth aspect of the present invention includes a power feeding apparatus installed on a predetermined floor on the building building side, and a power feeding apparatus installed while the elevator car is stopped on the predetermined floor. A first storage battery installed in a car to which power is supplied via, a second storage battery installed in a car to which power is supplied from the power supply device while the car is stopped on a predetermined floor, and installed in the car An air conditioner and lighting device that are supplied with power from the first storage battery and the second storage battery, and that can supply power directly from the power supply device while the car is stopped on a predetermined floor When the remaining amount of charge of the first storage battery is less than or equal to a predetermined remaining amount, the discharge current of the first storage battery is suppressed to be less than or equal to the predetermined current, and when the elevator car is not stopped at a predetermined floor The first storage battery In addition, power is supplied from the second storage battery to the air conditioner and the lighting device, and control is performed so that the second storage battery is charged from the power supply device while the elevator car is stopped on the predetermined floor. It is.
By controlling in this way, the first storage battery can be used as a main power source for supplying power to each device in the car, and the second storage battery can be used as an auxiliary when the remaining charge of the first storage battery is insufficient. it can. Since a battery having a small capacity but capable of rapid charging / discharging is selected for the second storage battery, by quickly charging from the power supply device when the car is stopped on the predetermined floor and discharging otherwise, It can work to make up for the shortage of the first storage battery.

In addition, an elevator car power control apparatus according to a sixth aspect of the present invention is installed in an elevator car that is installed in an elevator car that is supplied with power from a power source on the building building side through a power line, and in the elevator car. Storage battery charging time in an elevator equipped with an electric device that is powered by a storage battery, such as an air conditioner or lighting device, and that can always supply power from the power source of the building building through the power line Then, the power is charged to the storage battery through the power line from the power source on the building building side, and control is performed so that power is supplied to the electrical equipment from both the storage battery and the power source on the building building side through the power line at other times. It is a thing.
By controlling in this way, the storage battery is charged from the building power supply via the power line during the night and other charging hours, and the storage battery is discharged to the electrical equipment in the car during the daytime when the electrical equipment is in operation. In addition, the building power supply can also supply power to the electrical equipment via the power line.

  According to the present invention, not only the tail cord of an elevator or the weight of a tail cord is reduced, but also a reduction in the capacity of a storage battery mounted on a passenger car, which is an important design item for that purpose, is achieved. It is possible to provide an elevator car power control apparatus that can reduce power consumption by eliminating waste of power consumption.

It is the whole elevator system block diagram quoted in order to demonstrate the electric power control apparatus of the elevator car which concerns on Embodiment 1 of this invention. It is a block diagram which shows the internal structure of the cage | basket | car electric power control apparatus shown in FIG. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 1 of this invention. It is a figure which shows an example of the input-output characteristic of the air-conditioner adjustment mode quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 1 of this invention. It is a figure which shows the other example of the input-output characteristic of the air conditioning machine adjustment mode quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 1 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 1 of this invention. It is a whole block diagram of the elevator system made into the tail cordless quoted in order to demonstrate the electric power control apparatus of the elevator car which concerns on Embodiment 2 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 2 of this invention. It is a figure which shows an example of the adjustment coefficient of the air conditioner in building power supply mode quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 2 of this invention. It is a block diagram which shows the internal structure of the electric power control apparatus (car electric power control apparatus) of the elevator car which concerns on Embodiment 3 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 3 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 4 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 4 of this invention. It is the whole elevator system block diagram using the 2nd storage battery quoted in order to demonstrate the electric power control apparatus of the elevator car which concerns on Embodiment 5 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 5 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 5 of this invention. It is the whole elevator system block diagram quoted in order to demonstrate the electric power control apparatus of the elevator car which concerns on Embodiment 6 of this invention. It is a block diagram which shows the structure of the part in connection with the electric power control of the elevator car which concerns on Embodiment 6 of this invention. It is the flowchart quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 6 of this invention. It is the situation graph quoted in order to demonstrate operation | movement of the electric power control apparatus of the elevator car which concerns on Embodiment 5 of this invention.

Hereinafter, in describing each embodiment of the present invention, the relationship between the overall configuration of the elevator system and each embodiment will be briefly described.
The elevator car is equipped with electrical equipment such as an air conditioner, lighting, a motor that drives the car door, an inverter, a car position indicator, and an interphone used to communicate with the car and the outside. It is necessary to supply power to the electrical equipment. In conventional elevators, this power supply is connected to the control panel (originally the building) by means of power and communication cables called tail cords that connect the car and the control panel installed in the machine room at the top of the building. Power is supplied directly from the power supply. Since the electric wire portion of the tail cord is made of steel, the longer the cable length, the greater the weight of the tail cord when viewed from the whole elevator. For example, a building with a stroke of about 400 to 500 m may have a weight comparable to the car weight. In addition, if the tail cord is shaken due to an earthquake or the like, it may be caught by equipment in the hoistway. Accordingly, it is required to eliminate or lighten the tail cord, particularly in a long-stroke elevator.

When the above-described tail cord is eliminated, there can be considered a method in which a storage battery is mounted on the car and power is supplied from the storage battery. However, the storage battery is not always rechargeable. It is used in such a way that it is charged at a certain time and then discharged for a long time. Therefore, it is necessary to increase the charge capacity (storage amount), which may increase the weight. There is. Even if the tail cord is eliminated, it is necessary to reduce the storage battery capacity as much as possible because the system effect cannot be obtained if the weight of the alternative storage battery exceeds that. In addition, since the storage battery has a high cost per capacity and there is a possibility of replacement of the apparatus due to its life, it is desirable to reduce the capacity as much as possible.
In order to reduce the storage battery capacity, the present invention provides a car power control device that is a control device for appropriately managing and controlling the electric power of the electric equipment and the battery in the car.

First, the ratio of the rated power of each electric device mounted on the car is examined. As a result, the ratio of air conditioners is roughly 75% for air conditioners, 15% for lighting, 5% for door drive units, and 5% for others. Is high.
For this reason, the elevator car electric power control apparatus which concerns on Embodiment 1 of this invention is aiming at reduction of storage battery capacity by controlling so that the output electric power of an air conditioner may be suppressed appropriately. The details are shown in FIGS. Note that the elevator car power control apparatus according to the first embodiment can also be applied to a conventional elevator system with a tail cord, thereby obtaining an energy saving effect.

  In addition, if the power supply to the building side can be used without limiting the power supply to the electrical equipment in the car only to the storage battery, the power consumption of the storage battery can be reduced by using the power supply on the building side preferentially. It becomes possible to reduce. This is the power control device for an elevator car according to Embodiment 2 of the present invention. Specifically, if there is a storage battery charging device on a certain floor (for example, the lobby floor) and the car stops on that floor, the power from the building power supply is directly supplied to the electricity in the car via the charging device. Control to supply to equipment. 1 to 3 and FIGS. 7 to 9 show the elevator car power control apparatus according to the second embodiment.

  As for electric equipment in the car other than the air conditioner, for example, an illuminating device or an electric guide device (a device that acts like a wheel for moving the car smoothly up and down, an electric device such as a magnetic guide shoe or an active guide roller). As for the guide device that receives the supply, the operation output can be adjusted depending on the situation, and the storage battery capacity can be reduced. This is the power control device for an elevator car according to Embodiment 3 of the present invention. The details are shown in FIGS.

  On the other hand, when the storage battery capacity is reduced, it is necessary to determine how to cope with the shortage of remaining charge in preparation for the worst case. In this case, a measure for sequentially stopping the electric devices in the car to match the remaining charge amount can be considered, but at this time, each device is stopped in an appropriate order. 6 is an electric power control apparatus for an elevator car according to a fourth embodiment. The details are shown in FIGS.

  In addition, the storage battery is divided into a main storage battery and an auxiliary storage battery, and the power supply to the car electrical equipment at all times is covered by the main storage battery. In the unlikely event that the main storage battery becomes insufficiently charged, it assists as a rescuer. The power control device for an elevator car according to Embodiment 5 of the present invention avoids a situation where power supply is insufficient by supplying power from the storage battery. Here, the auxiliary storage battery uses a storage battery that can be charged and discharged at high speed, and when it stops at a chargeable floor, it performs high-speed charging, and if not, it repeats the discharging operation to assist the main storage battery. It becomes possible to make up for the shortage of the main storage battery for a certain period of time. The details are shown in FIGS.

Although not tail cordless, an example in which a light tail cord is realized by narrowing the power line in the tail cord by limiting the current to be small is also conceivable.
Specifically, at night, the building power supply is charged to the car-mounted storage battery via a tail cord with a small current, and during the day, power is supplied to the car power device from both the storage battery and the tail cord. . In this case, since the tail cord can be lightened and the power from the tail cord can be used during the day, the capacity of the storage battery mounted on the car can be reduced. This corresponds to an elevator car power control apparatus according to Embodiment 6 of the present invention. The details are shown in FIGS.

Hereinafter, the first embodiment, the second embodiment, the third embodiment, the fourth embodiment, the fifth embodiment, and the sixth embodiment of the present invention will be described in detail.
[Embodiment 1]
FIG. 1 is a diagram showing an overall configuration of an elevator system according to Embodiment 1 of the present invention.

  FIG. 1 shows a building building Y2 and an elevator hoistway space Y1, and the elevator car 1 moves in the vertical direction in the hoistway space Y1. The elevator car 1 includes an air conditioner 11, an illuminating device 12, a car position indicator 13, and an electric guide device 14 (a device that functions like a wheel for smoothly moving the car 1 up and down along the rails). It is also provided with electrical devices such as a guide shoe and a guide roller that operate upon supply of electricity, a door machine 15 (a motor and an inverter that drives a car door), and an interphone 16.

The conventional elevator supplies power directly from the building power source to the electric devices 11 to 16 via the power line in the tail cord, but here, power is supplied from the storage battery 34. The storage battery 34 is a chargeable / dischargeable secondary battery, and includes, for example, an electric double layer capacitor, a capacitor, or the like.
Specifically, the DC power of the storage battery is boosted via a DC / DC converter 33 (a device that converts DC power to DC power, which has the function of boosting the DC voltage of the storage battery), and is converted into AC power by the inverter 36. It converts and supplies electric power to each electric equipment 11-16. Here, the DC / DC converter 33 is controlled by the storage battery control device 35. The storage battery control device 35 can discharge or charge the power of the storage battery 34 by controlling the voltage and current of the DC / DC converter 33.

The storage battery 34 is charged by the building-side power supply 20 serving as a power supply source, a converter 21 (converting AC power to DC power) provided in the hoistway Y1, and an inverter 22 (converting DC power to high-frequency AC power). To convert the power into high-frequency power to increase the efficiency of the transformer), through the power supply transformer 23 (Tr), through the power supply transformer 31, the converter 32, and the DC / DC converter 33 provided on the car side. The storage battery 34 is charged with electric power.
The power supply of the car, such as charging from the building-side power supply 20, discharging to the electric devices 11 to 16, and charging / discharging of the storage battery 34, is performed by a converter 32, an inverter 36, a DC / DC converter 33, a storage battery 34, and a storage battery control device 35. These are collectively referred to as a car power feeding device 3.

  The transformer 23 on the hoistway Y1 side and the transformer 31 on the car side can be fed in a non-contact manner by magnetic coupling, and the elevator car 1 is connected to a charging device (transformer 23, inverter 22, When the converter 21 is stopped on the floor where the converter 21 is collectively referred to as a charging device in the hoistway hereinafter), the transformer 31 and the transformer 23 are in a state of being close to each other within a distance of, for example, a few centimeters, and in a non-contact state Can now supply power to the car. The floor where the charging device is installed is preferably a floor where the elevator stops frequently. For example, a lobby floor is suitable. In the above, the electric device 11-16 in a cage | basket | car, the device of the electric power supply by the storage battery 34 to each electric appliance 11-11, and the device of charge to the storage battery 34 were demonstrated.

It is the car power control device 2 as the “car power control means” of the present invention that controls the power transfer relationship between the electric devices 11 to 16 and the storage battery 34.
The car power control device 2 can send control commands to the electric devices 11 to 16 of the car including the air conditioner 11 and the lighting device 12 and the storage battery control device 35, and adjust the operation output of the electric devices 11 to 16. And stop operation, charge / discharge operation of the storage battery 34, and the like.

Specifically, the car power control device 2 determines the remaining charge state of the storage battery 34, the elevator usage state, the temperature outside the building, the temperature state of the building, the temperature of the car detected by the car temperature sensor 17, and the illuminance inside the car. Based on input information such as the brightness in the car and the position of the elevator detected by the sensor 18, the storage battery 34 is controlled to perform an appropriate charging / discharging operation, and each of the electric devices 11 to 16 is appropriate. Control to perform driving operation.
As input to the car power control device 2, an elevator control device 44A (information on the number of passengers in the car, position, whether the vehicle is stopped or running), remote management server 52 (weather information, etc.) are input. Group management control device 51 (information such as traffic flow is input) and information obtained from temperature sensors 601 to 605 on each floor. The reference numerals 44A, 52, 51, 601 to 605 described above are shown in the overall system configuration diagram of FIG.

  FIG. 2 is a block diagram showing an internal configuration of the car power control device 2 shown in FIG. The car power control device 2 shown in FIG. 2 determines which one of (1) the control mode for adjusting the output of the air conditioner and (2) the control mode using the building power supply should be executed (both are executed). There is also an option that does not, and it has the function of calculating an appropriate control amount for the determined control mode and issuing a control command to the air conditioner 11 or the storage battery 34.

As shown in FIG. 2, the car power control device 2 includes a car air conditioning command setting unit 201, an air conditioning command adjustment unit 202, an air conditioning control command conversion unit 203, a control mode determination unit 204, and an air conditioning command adjustment amount calculation. Unit (air conditioner adjustment mode) 205, air conditioning command adjustment amount calculation unit (building power mode) 206, and storage battery control command setting unit (building power mode) 207. The functions of each of the above constituent blocks will be described later.
The control of the air conditioner 11 is processed in the order of the car air conditioning command setting unit 201, the air conditioning command adjustment unit 202, and the air conditioning control command conversion unit 203, whereby an air conditioner control command is determined and transmitted to the air conditioner 11. . In the car air conditioning command setting unit 201, a control command based on conventional air conditioning control is determined as an initial value. Examples of this command include target temperature (target car internal temperature), target output power (target output power of the air conditioner 11), and the like. The air conditioning command adjustment unit 202 adjusts the size of the air conditioning command to an appropriate value according to the adjustment amount obtained by the air conditioning command adjustment amount calculation unit 205 based on the command determined by the car air conditioning command setting unit 201. To do.

The air conditioning control command conversion unit 203 converts the unit or form of the signal so that the adjusted air conditioning command becomes the signal format of the control command to the air conditioner 11. The conversion method varies depending on how the air conditioner 11 receives a control command.
For example, when the air conditioner 11 receives at the target temperature, the air conditioning control command conversion unit 203 performs the conversion with a coefficient of 1, and transfers the adjusted target temperature as it is to the air conditioner as a control command. When the air conditioner 11 receives the output power command and the adjusted air conditioning command is the target temperature, the air conditioning control command conversion unit 203 outputs the output power based on the deviation between the target temperature and the current temperature in the car. Convert to command. When the air conditioner 11 receives an on / off command, the on / off time pattern is set so that the average value of the predetermined time matches the adjusted air conditioning command (output of the air conditioning command adjusting unit 202). Thus, the command is converted into an on / off output command based on the time pattern.

In the adjustment operation in the air conditioning command adjustment unit 202, the control mode determination unit 204 first executes any one of the control modes (1) normal operation, (2) air conditioner adjustment mode, and (3) building power supply mode. By determining whether or not, it is switched to the adjustment amount calculation units 205 to 206 corresponding to each control mode. Specifically, switching is performed by the changeover switch 208.
Here, the normal operation is an operation in which neither an air conditioner adjustment mode or a building power supply mode, which will be described later, is performed, and the air conditioning command adjustment unit 202 does not adjust the air conditioning command. Information such as the remaining charge of the storage battery, the estimated remaining charge, the outside air temperature, the position and state of the car (the state such as whether the vehicle is stopped or running) is input to the control mode determination unit 204. An appropriate state is selected on the basis of the state. For example, when the remaining charge of the storage battery 34 is small and the outside air temperature is higher than a predetermined value, the air conditioner adjustment mode is selected to avoid a shortage of remaining charge.

The air conditioning command adjustment amount calculation unit 205 calculates the adjustment amount of the air conditioning command based on information such as the passenger boarding floor, the number of people in the car, the outside air temperature, the number of people in the car, the capacity in the car, and the like. The relationship between each input amount and the adjustment amount has, for example, input / output characteristics shown in FIGS. These will be described later with reference to FIGS.
When the building power mode is selected by the control mode determination, the air conditioning command adjustment amount calculation unit 206 calculates the air conditioning command adjustment amount in the building power mode. The input information in this case is the temperature in the car and the number of passengers in the car. At the same time as the air conditioning command is adjusted by the calculated air conditioning command adjustment amount, the storage battery control command setting unit 207 sets the storage battery control command and transmits it to the storage battery control device (35 in FIG. 1). As for the building power supply mode, as will be described later, when the car 1 is stopped at the chargeable floor, power is directly supplied from the building-side power supply 20 to the electric devices 11 to 16 in the car instead of the storage battery 34. Thus, while making the output of the air conditioner 11 as strong as possible (therefore, the adjustment amount tends to expand the original command), the discharge power of the storage battery 34 is set to zero while the storage battery 34 has zero discharge power. It works to maintain the remaining charge.

FIG. 3 is a flowchart showing the operation of the control mode determination unit 204 of the car power control device 2 of FIG. Hereinafter, the determination operation by the control mode determination unit 204 will be described in detail with reference to the flowchart of FIG.
First, the control mode determination unit 204 determines whether or not the remaining charge of the storage battery 34 is smaller than the threshold value 1 (step ST10). If it is determined that the value is larger than the threshold value 1 (step ST10 “No”), it is further determined whether or not the predicted value of the remaining charge is smaller than the threshold value 2 (step ST11). Here again, when it is determined that the value is larger than the threshold value 2 (step ST11 “No”), it can be considered that the remaining charge is still sufficient, and therefore the air conditioning command adjustment is not performed (step ST12). If the remaining charge level is smaller than the threshold value 1 (step ST10 “Yes”), or if the remaining charge prediction value is smaller than the threshold value 2 (step ST11 “Yes”), the remaining charge level may be insufficient. In this case, the following determination process is performed.

That is, first, the car 1 is in a stopped state, and the position of the car 1 is the power supply device to the car 1 (the floor where the power supply transformer 23, the inverter 22 and the converter 21 in FIG. 1 are located). When it coincides with the floor (step ST13 “Yes”), the control mode determination unit 204 supplies the power of the building-side power source (20 in FIG. 1) to the power feeding devices 21, 22, 23 on the hoistway 23 side, and the power feeding of the car. It can be supplied to the electric devices 11 to 16 of the car 1 via the device 3, and it is determined here that the building power supply mode is to be executed (step ST14).
When the car 1 is not in a stopped state or the position of the car 1 does not coincide with the floor of the power feeding device to the car 1 (step ST13 “No”), the control mode determination unit 204 determines that the outside air temperature is a threshold value. It is determined whether it is smaller than 3 (step ST15). Here, when it is determined that the outside air temperature is smaller than the threshold (step ST15 “Yes”), it is determined that the passenger does not feel so uncomfortable even if the output of the air conditioner 11 is adjusted. The machine adjustment mode is determined (step ST16). When it is determined that the outside air temperature is higher than the threshold (step ST15 “No”), it is determined that the passenger's desire for temperature adjustment is high, and the normal operation is determined (step ST17).

  In the control mode determination example shown in FIG. 3 described above, the control mode determination unit 204 adds the condition of the position of the car 1 and the condition of the outside air temperature to the execution determination of the air conditioner adjustment mode. None, for example, when the remaining charge of the storage battery 34 or its predicted value is lower than the threshold value, the air conditioner adjustment mode may be determined immediately. In this case, the control can be applied in a direction to maintain the remaining charge of the storage battery 34.

4A and 4B are graphs showing input / output characteristics of control in the air conditioner adjustment mode. Specifically, this graph (characteristic) is used by the air conditioning command adjustment amount calculation unit 205 to determine the adjustment amount of the air conditioning command.
FIG. 4A shows the control characteristics when the air conditioner 11 is not adjusted by the outside air temperature. In the graph of FIG. 4A, the horizontal axis represents the ratio of the number of passengers from a certain floor to the car capacity, and the vertical axis is adjusted (after adjustment by the air conditioning command adjustment unit 202 in FIG. 2). Represents the output amount of the air conditioner. 4A shows characteristics when the boarding floor is the lobby floor, and A2 shows characteristics when the boarding floor is other than the lobby floor.

  Normally, air conditioning equipment works properly inside the building, so people who have been in the building and want to use the elevator to move do not feel much need for air conditioning in the car. Conceivable. On the other hand, people who use elevators to enter the building from outside and move inside the building are thought to be strongly aware of the necessity of air conditioning in their cars because they have been in an outside temperature environment. It is done.

Therefore, if the output of the air conditioner 11 is adjusted according to both needs, the output of the air conditioning can be suppressed as a whole. People coming from outside the building enter the lobby floor and use the elevator there, so the necessity of air conditioning can be determined by whether the boarding floor is the lobby floor or not.
The two characteristics of A1 and A2 in FIG. 4 (a) represent this. The characteristic when the boarding floor is the lobby floor (A1) is different from the characteristic of the air conditioner 11 other than the lobby floor. The output is reduced. Further, not only the output of the air conditioner 11 is determined only by the boarding floor, but the number of people on the boarding floor is considered to be important in determining the output of the air conditioner 11. For example, even if there are people getting in from the lobby floor, if the number of people is small, it is not necessary to increase the output of the air conditioner 11 so much. Reflecting this, A1 and A2 in FIG. 4A have characteristics that increase the adjusted air-conditioning output with respect to an increase in the number of people on board.

By adjusting the output of the air conditioner 11 according to the characteristics as shown in FIG. 4 (a), the air conditioning output can be intensively distributed to elevator users who enter from the lobby floor who wants to adjust the temperature. The air conditioning output can be suppressed for a user who gets in from other than the lobby floor where temperature adjustment is not particularly desired.
As a result, it is possible to reduce the output power amount of the air conditioner 11 as a whole without making the user uncomfortable. In addition, by adjusting the above adjustment according to the number of people boarding on the lobby floor and other floors, it is possible to make an appropriate adjustment according to the number of persons and further suppress the output power of the air conditioner 11. Become. Therefore, when the remaining amount of charge of the storage battery 34 is small, by performing such adjustment, power consumption by the air conditioner 11 is suppressed, and it is possible to reduce the decrease in the remaining amount of charge. That is, the required capacity of the storage battery can be reduced by the tail cordless elevator.

  The number of passengers can be calculated as an approximate value by dividing the temporal change in load data detected by a load sensor (not shown) installed under the car floor by the average weight per person. is there. In addition, as a supplement, there is a concern that it takes time until the temperature in the car changes even if the air conditioner 11 changes the output. However, humans are accompanied by cold air from the air conditioner 11 (not just air blowing but also cold air). This kind of control is practically sufficient, and the output of the air conditioner can be smaller than cooling the entire air in the car, so that the required amount of power can be reduced. Can do.

FIG. 4B shows the control characteristics when there is an adjustment of the air conditioner by the outside air temperature. The difference in characteristics depending on whether or not the boarding floor is the lobby floor, and the characteristics in which the adjustment amount increases with the number of boarding persons are the same as in FIG.
The control characteristic of the air conditioner adjustment mode in FIG. 4B is different from the control characteristic in FIG. 4A in that when the boarding floor is the lobby floor, the characteristic changes depending on the outside air temperature at that time. . In the example of FIG. 4B, as the outside air temperature increases to 25 degrees, 28 degrees, 30 degrees, and 32 degrees, the characteristics of the output amount of the air conditioner increase to A11, A12, A13, and A14. Yes. This aims to suppress the output as a whole by adjusting the air-conditioning output more finely according to the outside air temperature at that time for the user who gets in from the lobby floor. For example, in FIG. 4 (a), air conditioning output is determined with uniform characteristics according to the number of passengers who enter from the lobby level regardless of the outside air temperature, but in FIG. 4 (b), the outside air temperature is too low. When it is not high, the output of the air conditioner 11 is also suppressed, and the output of the air conditioner 11 as a whole can be suppressed.

FIG. 5 shows control characteristics in an air conditioner adjustment mode different from the control characteristic examples shown in FIGS. 5 also corresponds to the input / output characteristics of the adjustment control used in the air conditioning command adjustment amount calculation unit 206 in the building power supply mode shown in FIG.
In FIG. 5, the horizontal axis represents the ratio of the number of passengers in the car to the car capacity, and the vertical axis represents the output of the air conditioner after adjustment (after adjustment by the air conditioning command adjustment unit 202 in FIG. 2). As shown in FIG. 5, the characteristic (graph B <b> 1) increases the adjusted air-conditioner output amount as the number of people in the car increases. Further, this characteristic (graph B1) has a characteristic such as a square function, and as the number of people in the car increases, the air conditioner output increases rapidly. This is because if the number of passengers in the car is small, it is thought that the air conditioner output is not so much necessary, but as the number of people increases, the feeling of pressure and discomfort will be felt psychologically, so a stronger air conditioner output is required It is for thinking that it becomes. Furthermore, as the number of people increases, there is a temperature rise due to body temperature, and it is considered that stronger air conditioner output is required.

By controlling the air conditioner output according to the characteristics shown in FIG. 5, the air conditioner output is intensively output when the car is crowded and air conditioning is really necessary. As a result, the output of the air conditioner can be suppressed.
Further, in the building power supply mode, the position of the car is limited to the floor where the power feeding device to the car is located, so the application range is narrowed by the method of FIGS. 4A and 4B in which the output is adjusted by the boarding floor. The control characteristics shown in FIG. 5 are more suitable. Therefore, the air conditioning command adjustment amount calculation (206) in the building power supply mode of FIG. 2 is executed based on the characteristics of FIG.

  The number of passengers in the car can also be obtained as an approximate value by dividing the load data value of the load sensor installed under the floor of the car 1 by the average weight per person.

FIG. 6 shows a process flowchart in the air conditioner adjustment mode by the air conditioning command adjustment amount calculation unit 205. Hereinafter, the operation of the air conditioning command adjustment amount calculation unit 205 will be described in detail with reference to the flowchart shown in FIG.
First, the air conditioning command adjustment amount calculation unit 205 determines whether or not the passenger boarding floor is the lobby floor (step ST20). Here, the lobby floor is not limited to a single floor, but refers to a floor (or a plurality of floors) that have access to the outside of the building and that have a large number of users. When the boarding floor is the lobby floor, the air conditioning command adjustment coefficient K is calculated based on the following arithmetic expression (1) (step ST21).
K = FA (P, T) (1)

Here, FA is a function for determining the value of the air conditioning command adjustment coefficient K when the passenger boarding floor is the lobby floor, and has input / output characteristics corresponding to A11 to A14 in FIG. P represents the ratio between the number of passengers on the boarding floor and the car capacity, and T represents the outside air temperature.
Based on the air conditioning command adjustment coefficient K set here, the air conditioning command adjustment amount calculation unit 205 adjusts the air conditioner control command to become an air conditioner command according to the characteristics of A11 to A14 in FIG. The adjustment of the air conditioner command is continued from the time of change until the passengers in the elevator car reach zero (until all passengers who got in the elevator get off) or until the car reverses direction (step ST22). When the boarding floor is other than the lobby floor, the air conditioning command adjustment coefficient K is calculated based on the following arithmetic expression (2) (step ST23).
K = FB (P) (2)

Here, FB is a function that determines the value of K when the passenger boarding floor is other than the lobby floor, and has an input / output characteristic corresponding to A2 in FIG. 4B. P represents the ratio between the number of passengers on the boarding floor and the car capacity. Here, based on the set air conditioning command adjustment coefficient K, the air conditioner control command is adjusted to be an air conditioner command according to the characteristic of A2 in FIG. 4B. The set value of K is updated for each boarding floor, and the air conditioning command adjustment amount calculation unit 205 performs the air conditioning command according to the set K until the passenger in the elevator car becomes zero or the direction of the car is reversed. Adjustment is performed (step ST24).
In this way, the air conditioning command adjustment coefficient K is set in accordance with the passenger boarding floor, the number of passengers on the boarding floor, and the outside air temperature, so that air conditioning output can be performed as necessary. As a result, unnecessary air conditioning output is achieved. Therefore, the output power amount of the air conditioner as a whole is suppressed. Therefore, when realizing a tail cordless elevator, it is possible to reduce the required capacity of the storage battery 34 mounted on the car.

[Embodiment 2]
Next, referring to FIG. 7 to FIG. 9, electric power is directly supplied from the building-side power source 20 to the electric devices 11 to 16 (shown as 11A to 16A and 11B to 16B in the drawing) of the car 1 through the power feeding device. An elevator car power control apparatus according to Embodiment 2 of the present invention to be supplied will be described.
FIG. 7 is a diagram showing the overall configuration of the tail cordless elevator system. Here, a situation is shown in which two elevators (50A, 50B) are group-managed (a form in which two elevators are collectively managed as one group). Of the numbers added to each element, those with an A at the end represent the elements of Unit 1, and those with a B represent the elements of Unit 2. Here, only the elements of Unit 1 will be described, and the elements of Unit 2 will be omitted. In addition, among the elements of the first unit, the elements already described in FIG. 1 are denoted by the same reference numerals, and description thereof is omitted here. Hereinafter, the overall configuration of the elevator system shown in FIG.

The elevator system (about Unit 1) has a configuration in which a car 1A and a counterweight 48A are connected by a main rope 47A, and the main rope 47A is moved by a sheave 46A and a pulley 48A. Thus, the carriage and the counterweight are moved up and down.
The sheave 46A is rotated by a motor 45A, and the motor 45A is driven at a variable speed by an inverter in the elevator controller 44A. The elevator controller 44A, the motor 45A, and the like are placed in a machine room on the top floor of the building.

As already described with reference to FIG. 1, electric power is supplied from the car power supply device 3 </ b> A (comprising the storage battery 34, power converters 32, 33, and 36, and the storage battery control device 35) to each electric device of the car 1 </ b> A. Has been. The electric equipment such as the air conditioner 11A and the car power feeding device 3A are controlled so as to operate appropriately by the car power control device 2A as “car power control means”.
Energy is transmitted to the storage battery 34 in the car power supply device 3A by electromagnetic coupling between the car-side transformer 31A and the hoistway-side transformer 23A. The power conversion device 24A on the hoistway side is a combination of the converter 21 and the inverter 22 of FIG. 1, and converts the building-side power source into high-frequency AC power. Transmission of control information from the elevator control device 44A to the car is performed by the wireless communication devices 43A (control device side) and 42A (car side). Since the hoistway has a long stroke of 400 m or more, the wireless communication apparatus uses a type of radio that can transmit up to this distance.

  For example, a multi-hop wireless communication system may be employed for the above-described wireless communication. The multi-hop wireless communication system is a wireless network composed of a base station and a plurality of terminal stations connected to a plurality of relay stations or sensors, represented by IEEE 802.15.4. By installing the station on the wall of the elevator hoistway Y1, etc., wireless communication can be performed autonomously and data can be transferred. Further, depending on the travel of the hoistway Y1, short-range wireless communication using sensors installed at the hoistway Y1 and the landings on each floor may be substituted.

In addition, temperature sensors 601, 602,..., 605 are installed at the elevator platform on each floor, and the temperature on each floor is measured. The temperature data of each floor is sent to the elevator controller 44A via a wired communication network such as a LAN (Local Area Network) connecting the floors (not shown), and further sent to the car power controller 2A via radio.
Although not shown in FIG. 7, hall waiting sensors that can count the number of waiting passengers by image recognition may be installed at the landings on each floor. The above is the configuration of the elevator No. 1, and the elevator No. 2 has the same configuration.

The elevator No. 1 and No. 2 are collectively managed as one group by the elevator group management device 51. In this group management device 51, the number of passengers on each floor of each elevator and its time are statistically tabulated, and the predicted value of the number of users at the previous time point is obtained based on the number of users at that time and past data. Can do. Further, these pieces of information can be distributed to the control devices 44A and 44B of each elevator via a communication line.
The remote management server 52 is installed, for example, in the facility management room of the building or the maintenance company of the elevator, and sends information such as weather forecast information to the control devices 44A and 44B of each elevator via communication lines. Can be delivered. The above is the schematic configuration of the tail cordless elevator system including the elevator car power control apparatus according to the present invention.

In the building power supply mode, when the remaining charge of the storage battery is insufficient (steps ST10 and ST11 in FIG. 3), the car is stopped and the position of the car coincides with the floor on which the power supply device to the car is located. (Step ST13 in FIG. 2), the process is executed when power can be directly supplied from the power supply apparatus on the hoistway Y1 side to the car-side power supply apparatus.
Specifically, in FIG. 1, the air conditioner 11, the lighting device 12, and the like are supplied from the building power supply 20 through the converter 21 on the hoistway side, the inverter 22, the transformer 23, the transformer 31 on the car side, the converter 32, and the inverter 36. Supply power directly to electrical equipment. At this time, the discharge power of the storage battery 34 is zero. In this way, on the floor where the car power supply device 3A is located, by using the power supply on the building side, it is possible to supply power to the electric devices 11 to 16 of the car without reducing the remaining charge of the storage battery. Although this is the building power supply mode, the floor where power can be supplied to the car from the power supply on the building side is limited, and the time (stop time on that floor) is also limited. Therefore, how to properly move the electric device of the car at a limited opportunity / time becomes a problem in actual operation.

  Here, focusing on the air conditioner 11, specifically, focusing on the characteristic that the temperature in the car 1 adjusted by air conditioning continues for a while thereafter (air stores temperature = heat energy), Estimate the output of the required air conditioner or the temperature in the car from information such as the temperature of the car, the number of passengers in the car, the number of people using the elevator during that time, and the number of people waiting in the hall (hall) on each floor. During the power supply mode, the output of the air conditioner is controlled so as to satisfy the requirements.

FIG. 8 is a flowchart illustrating the control state determination process of the air conditioner in the building power supply mode.
Hereinafter, the control state determination process of the air conditioner 11 in the building power supply mode by the air conditioning command adjustment amount calculation unit 206 (FIG. 2) will be described with reference to the flowchart of FIG. 8.

First, the air conditioning command adjustment amount calculation unit 206 calculates the following adjustment coefficient K1 based on the temperature in the car TC (degrees) detected by the temperature sensor in the car 1 (17A in FIG. 7). It calculates from Formula (3) (step ST30). Here, the adjustment coefficient means an adjustment gain for performing output adjustment of the air conditioner (corresponding to the air conditioning command adjustment unit 202 in FIG. 2).
K1 = F1 (TC) (3)

Here, F1 represents a function for determining the adjustment coefficient K1 according to the temperature inside the car. The adjustment coefficient K1 represents the amount of adjustment estimated from the current temperature inside the car and how much air conditioner adjustment is required during the power supply mode period. Next, the air conditioning command adjustment amount calculation unit 206 adjusts the adjustment coefficient K2 by the number of passengers in the car based on the number of passengers PC (person) calculated based on the load detection value of the load sensor installed under the car floor. Is calculated based on the following arithmetic expression (4) (step ST31).
K2 = F2 (PC) (4)

Here, F2 represents a function for determining the adjustment coefficient K2 according to the number of passengers in the car. The adjustment coefficient K2 represents an adjustment amount estimated from the current number of passengers in the car and how much adjustment of the air conditioner is necessary during the power supply mode period. Further, the air conditioning command adjustment amount calculation unit 206 obtains the elevator user number NR (person) and the predicted user number NRP (person) from the group management device 51 in the current time zone, and uses the user number and the predicted user number based on these. The adjustment coefficient K3 is calculated based on the following equation (5) (step ST32).
K3 = F3 (NR, NRP) (5)

Here, F3 represents a function for determining the adjustment coefficient K3 according to the number of users and the predicted number of users in the current time zone. The adjustment coefficient K3 represents an adjustment amount inferred from the number of users in the current time zone and the predicted number of users to determine how much air conditioner adjustment is necessary during the power supply mode period. If there is a hall waiting sensor at the landing on each floor (or a specific floor) (step ST33), the adjustment coefficient K4 based on the total PH (persons) of the hall waiting number at each landing is expressed by the following equation (6). (Step ST35).
K4 = F4 (PH) (6)

Here, F4 represents a function that determines the adjustment coefficient K4 according to the total number of halls waiting for each hall. The adjustment coefficient K4 represents an adjustment amount that estimates how much air conditioning adjustment is required during the power supply mode period from the total number of waiting halls in each hall. If there is no hall waiting sensor, K4 becomes zero (step ST34).
Through the above processing, the storage battery control command setting unit 207 shown in FIG. 2 calculates the adjustment coefficient of the air conditioner for each factor of the temperature in the car, the number of passengers in the car, the number of users and the predicted number of users, and the total waiting number of people in each hall. After obtaining, the air conditioning command adjustment coefficient is obtained by the sum of the adjustment coefficients (step ST36). At the same time, the storage battery discharge current command is set to zero, and the storage battery control is switched to constant current control (normally, the storage battery is controlled by constant voltage control) (step ST36). As a result, the air conditioner is controlled to an appropriate output corresponding to the situation (temperature, number of passengers, number of users, waiting number of people) at that time, and the storage battery does not perform discharge output, so that the remaining charge is stored. Furthermore, since the output of the air conditioner is determined by the adjustment factor, including the prediction of the previous situation, it is possible to properly suppress the discharge output from the storage battery even after the car leaves the floor where the power supply device is located. it can.

  The process of determining the output adjustment amount of the air conditioner (steps ST30 to ST35) shown in FIG. 8 is executed by the air conditioning command adjustment amount calculation unit 206 in the building power supply mode of FIG. 2, and determines the storage battery control conditions. (Step ST36) is executed by the storage battery control command setting unit 207 in the building power supply mode of FIG.

FIG. 9 shows a specific example of the adjustment coefficient of the air conditioner in the building power supply mode. In FIG. 9, the horizontal axis (C1) represents the temperature inside the car, and the vertical axis (C2) represents the number of elevator users.
The grid at the intersection of the horizontal axis and the vertical axis represents the adjustment coefficient of the air conditioner output with respect to the combination of the car temperature and the number of passengers. For example, when the car temperature is 28 degrees and the number of elevator users is x3, the adjustment coefficient is P11. This adjustment coefficient represents the output adjustment amount of the air conditioner estimated to be necessary at the present time and for some time thereafter based on the current temperature inside the car and the number of elevator users. In the method of obtaining the adjustment coefficient shown in FIG. 8, the car interior temperature and the number of users are divided and the adjustment coefficient of each factor is obtained by an independent function, but may be combined as shown in FIG.

[Embodiment 3]
FIGS. 10 and 11 are for explaining an output adjustment method for electric devices (illumination device and electric guide device) of a car other than an air conditioner by the power control device for an elevator car according to the third embodiment of the present invention. It is the figure shown in.
Control for adjusting both the illumination device 12 and the electric guide device 14 is performed in the car power control device 2 as the “car power control means” of the present invention. Hereinafter, with reference to FIG. 10, FIG. 11, the output adjustment method of an illuminating device and an electric guide apparatus is demonstrated (refer FIG. 1 etc. suitably).

  FIG. 10 shows a configuration of the car power control device 2 that adjusts the outputs of the lighting device and the electric guide device. The basic configuration is the same as the output adjustment of the air conditioner 11 shown in the first embodiment of FIG. That is, the car illumination output command setting unit 220 sets an output command for the car illumination, and the illumination output command adjustment unit 221 adjusts the output command. Here, the adjustment of the output command is adjusted based on the adjustment amount calculated by the illumination output command adjustment amount calculation unit 224. The illumination control command conversion unit 222 converts the adjusted illumination output command into an illumination control command. The lighting control command is transmitted to the controller of the lighting device in the car, and the output of the lighting device is controlled according to the control command (originally adjusted output command).

Here, the illumination device 12 basically assumes LED (light emitting diode) illumination. LED illumination can be easily adjusted and turned on / off by adjusting power. Even if the inverter type fluorescent lamp is used, there is a possibility that the service life may be lost, but it is possible to adjust the illuminance to some extent by adjusting the power.
The illumination output command adjustment mode determination unit 223 adjusts the illumination output command based on the remaining charge of the storage battery, the predicted value of the remaining charge, the number of passengers in the car, and the amount of light inside and outside the car (detected by the car illuminance sensor 18 in FIG. 1). It is determined whether or not to implement. Details of the determination process by the illumination output command adjustment mode determination unit 223 will be described later with reference to the flowchart of FIG. The determination result in the illumination output command adjustment mode determination unit 223 is transmitted to the illumination output command adjustment amount calculation unit 224. The illumination output command adjustment amount calculation unit 224 calculates an adjustment coefficient or an adjustment amount based on the remaining charge amount and the predicted value when performing output adjustment, as in the case of the air conditioner. The result is sent to 221. When output adjustment is not performed, the adjustment coefficient or adjustment amount is set to zero, and the result is sent to the illumination output command adjustment unit 221.

  The electric guide device 14 is a device for guiding the car 1 to the rail (guide), and is attached to the car frame of the car 1 (reference numeral 14A in the overall system configuration diagram of FIG. 7 is schematically shown). Represents). There are two types of the electric guide device 14: a guide shoe (sliding between rails) and a guide roller (providing a roller between the rails). For the latter, there is one that is lifted by a magnetic force, and for the latter, an actuator is used to adjust the pressing force between the rail and the roller using an electric structure. Both have the effect of reducing vibration and noise.

The configuration of the output adjustment of the electric guide device 14 is exactly the same as in the case of illumination. Hereinafter, only the flow of the control configuration will be briefly described.
First, the output command setting unit 225 sets the output command of the electric guide device 14, and when the adjustment is necessary, the output command adjusting unit 226 adjusts the output command. The control command conversion unit 227 converts the adjusted output command into a control command and sends the control command to the electric guide device 14. The output command adjustment mode determination unit 228 determines whether or not the output adjustment of the electric guide device 14 is performed. When the adjustment is performed, the output command adjustment amount calculation unit 229 determines the adjustment coefficient or the adjustment amount. Calculated. The calculated adjustment coefficient or adjustment amount is sent to the output command adjustment unit 226, and the output command adjustment unit 226 adjusts the output command according to the value. The input of the output command adjustment mode determination unit 228 of the electric guide device 14 is the remaining charge of the storage battery, its predicted value, the number of passengers in the car, and car running state information. The input of the output command adjustment amount calculation unit 229 is the remaining charge of the storage battery and its predicted value.

  11 performs output adjustment of the illumination device 12 and the electrical guide device 14 executed by the illumination output command adjustment mode determination unit 223 and the electrical guide device output command adjustment mode determination unit 228 shown in FIG. It is a processing flowchart which determines whether or not. Hereinafter, the flow of processing by the illumination output command adjustment mode determination unit 223 and the electrical guide device output command adjustment mode determination unit 228 illustrated in FIG. 10 will be described with reference to the flowchart of FIG. 11.

In the flowchart of FIG. 11, the illumination output command adjustment mode determination unit 223 (electric guide device output command adjustment mode determination unit 228) first determines whether or not the remaining charge of the storage battery is smaller than the threshold value 3 (step ST40). ). If it is determined that the value is larger than the threshold value, it is further determined whether or not the remaining charge prediction value is smaller than the threshold value 4 (step ST41). Here, when it is determined that the predicted value is also larger than the threshold value (step ST41 “No”), it is determined that the output adjustment of the illumination device 12 and the electrical guide device 14 is not performed (step ST42).
On the other hand, if the remaining charge of the storage battery is smaller than the threshold value 3 (step ST40 “Yes”), or if it is determined that the predicted value is smaller than the threshold value 4 (step ST41 “Yes”), the illumination output command adjustment mode determination unit 223 determines whether or not the number of passengers in the car 1 is zero based on the value detected by the load sensor (step ST43). When the number of passengers in the car is zero (step ST43 “Yes”), the output of the car lighting is reduced according to the remaining charge of the storage battery 34 or its predicted value (step ST44).

On the other hand, the electric guide device output command adjustment mode determination unit 228 further determines whether or not the car 1 is traveling (step ST45), and if it is traveling (step ST45 "Yes"), the electric type The output of the guide device 14 is reduced according to the remaining charge of the storage battery or its predicted value (step ST46). If it is stopped, the output adjustment of the electric guide device 14 is not performed (step ST47).
In addition, when the remaining charge of the storage battery 34 is insufficient, the passengers in the car 1 are wearing the car lighting despite being zero, which consumes power unnecessarily, and the output is used as the remaining charge. It is better to suppress appropriately. Similarly, even if there are no passengers, the electric guide device 14 is operated, and even if the vibration of the car is excessively suppressed, power is consumed unnecessarily. It is better to suppress it.

  Detects the number of people in the car, and if it is zero, suppresses the decrease in the remaining charge without affecting the user by suppressing the output of the lighting and electric guide device according to the remaining charge. It becomes possible. In other words, it is difficult for the battery to run out of charge. By performing such control, it is possible to further reduce the capacity of the storage battery mounted on the car.

If the number of passengers in the car is not zero (step ST43 “No”), it is determined whether or not the external light quantity in the car detected by the car illuminance sensor 18 of FIG. ST48). When the external light amount is large (step ST48 “Yes”), the output of the in-car illumination can be reduced, and the output is reduced based on the remaining charge of the storage battery or its predicted value (step ST49). If the external light quantity is small (“No” in step ST48), the output adjustment of the device is not performed (step ST50).
Also in this case, since the illumination in the car can be suppressed according to the size of the external light, it is possible to suppress a decrease in the remaining charge of the storage battery. In addition, the case where external light enters the car is assumed when the wall of the car is made of glass and the hoistway is outside the building (outdoors). This is the case for elevators for viewing.

[Embodiment 4]
FIGS. 12 and 13 are diagrams showing a flow of power supply stop control from the storage battery 34 by the power control device for an elevator car according to Embodiment 4 of the present invention. The power supply stop (FIG. 12) from the storage battery 34 to each electrical equipment 11-16 (refer FIG. 1 etc.) and the power supply stop control (FIG. 13) from the storage battery at the time of an emergency stop are each shown.
FIGS. 12 and 13 are more appropriate for passengers when the electrical devices 11 to 16 are unavoidably stopped when the output adjustment of the car electrical device or the use of the building power supply alone cannot keep up (in this case). FIG. 2 shows the sequence control for stopping the electrical equipment, which is considered appropriate from the viewpoint of safety, and is performed in the car power control device 2.

In the flowchart of FIG. 12, the car power control device 2 first determines whether or not the remaining charge of the storage battery 34 is smaller than the threshold value A (step STA01). If it is determined that the value is large (step STA01 “No”), the process waits for the next determination process (step STA02), and returns to the process of step STA01 again to perform threshold comparison.
Here, the threshold value A is a smaller value than the output adjustment threshold value of the electric device. This stop processing sequence is performed only when the remaining charge amount is insufficient. If the remaining charge is smaller than the threshold A (step STA01 “Yes”), that is, if the remaining charge is severe, the power supply from the storage battery 34 to the air conditioner 11 in the car 1 is stopped with the highest priority. Alternatively, the operation of the air conditioner 11 is stopped (step STA03).

Next, the car power control device 2 determines whether or not the remaining charge of the storage battery 34 is smaller than the threshold value B (step STA04). When it is determined that the value is larger (step STA04 “No”), the process waits for the next determination process (step STA05), and returns to the process of step STA04 again to execute threshold comparison. If it is determined that it is smaller than the threshold value B (step STA04 “Yes”), the power supply of the car position indicator 13 (indicator) in the car is stopped from the storage battery, or the operation of the car position indicator 13 is stopped. (Step STA06).
Next, it is determined whether or not the remaining charge of the storage battery 34 is smaller than the threshold value C (step STA07). If it is determined that the value is large (step STA07 “No”), the process waits for the next determination process (step STA08), and returns to the process of step STA07 to compare with the threshold value. If it is determined that the value is smaller than the threshold C (step STA07 “Yes”), the power supply from the storage battery 34 to the lighting device 12 in the car 1 is stopped, or the operation of the lighting device 12 is stopped (step). STA09).

  Next, it is determined whether or not the remaining charge of the storage battery 34 is smaller than the threshold value D (step STA10). If it is determined that the value is large (step STA10 “No”), the process waits for the next determination process (step STA11), returns to the process of step STA10, and compares it with the threshold value. If it is determined that the value is smaller than the threshold value D (step STA10 “Yes”), the power supply of the car door driving device is stopped from the storage battery 34, or the operation of the car door driving device is stopped (step). STA12).

According to the above procedure, the power supply to each of the electric devices 11 to 16 is stopped stepwise or the operation is stopped, but the power supply to the interphone 16 is continued until the remaining charge becomes zero. To do. Display of the air conditioner 11 and the car position in the car 1 is not always necessary, and even if the comfort is impaired, it is considered to be an allowable range in comparison with the other, so it is first stopped in this order. Since the illuminating device 12 is necessary for keeping the safety in the car (safety-safety sense), the lighting device 12 is continued until the remaining charge becomes inevitable. Further, the car door drive device is more important. When the door cannot be opened and closed, the passenger is confined in the car, so that the power supply is continued until the last stage.
Lastly, the car interphone 16 used for communication between the outside and the car 1 is necessary to check the situation in the car for safety confirmation in any situation. It is necessary to continue power supply to the end.

  As described above, by stopping each of the electrical devices 11 to 16 according to the stop sequence shown in FIG. 12, it is possible to ensure the safety of passengers even in the worst situation where the remaining charge shortage is severe.

  FIG. 13 shows the same electric equipment stop sequence when the remaining charge level is severely insufficient as in FIG. 12, but assumes that the sequence of FIG. 12 is normal (the situation where the elevator is operating). On the other hand, the sequence of FIG. 13 represents a sequence when an emergency stop is assumed, for example, when an elevator stops due to an earthquake or the like. Hereinafter, a description will be given with reference to the flowchart of FIG.

  In the flowchart of FIG. 13, the car power control device 2 first determines whether or not the elevator car 1 is in an emergency stop (step STB01). If it is determined that the emergency stop is not in progress (step STB01 “No”), the process is performed according to the flowchart shown in FIG. When it is determined that an emergency stop is being performed (step STB01 “Yes”), it is determined whether the remaining charge of the storage battery 34 is smaller than the threshold value F (step STC01), and when it is determined that it is large (step STC01). “No”) Waits for processing until the next determination (step STC02), returns to the processing of step STC01 again, and performs threshold comparison. If it is determined that the battery is small (step STC01 “Yes”), the power supply from the storage battery 34 to the car position indicator 13 (indicator) in the car 1 is stopped, or the car position indicator 13 The operation is stopped (step STC03).

Next, it is determined whether or not the remaining charge of the storage battery 34 is smaller than the threshold value G (step STC04). If it is determined that it is large (step STC04 “No”), the process waits until the next determination (step STC05). ) Again, the process returns to step STC04 and the threshold value comparison is performed. If it is determined that the power is small (step STC04 “Yes”), the power supply from the storage battery 34 to the car door driving device is stopped, or the operation of the car door driving device is stopped (step STC06). .
Next, it is determined whether or not the remaining charge of the storage battery 34 is smaller than the threshold value H (step STC07). If it is determined that it is larger (step STC07 “No”), the process waits until the next determination (step STC07). STC08) The process returns to step STC07 again to perform threshold comparison. Here, when it is determined that the value is small (step STC07 “Yes”), the power supply from the storage battery 34 to the air conditioner 11 in the car 1 is stopped, or the operation of the air conditioner 11 is stopped (step STC09). ).

  Next, it is determined whether or not the remaining charge of the storage battery 34 is smaller than the threshold value I (step STC10). If it is determined that it is large (step STC10 “No”), the process waits until the next determination (step STC10). STC11) Returning again to the process of step STC10, the threshold value comparison is performed. If it is determined that the power is small (step STC10 “Yes”), the power supply from the storage battery 34 to the lighting device 12 in the car 1 is stopped or the operation of the lighting device 12 in the car 1 is stopped. Stop (step STC12).

  Also in the flowchart of FIG. 13 described above, power supply from the storage battery 34 to the car interphone 16 is continued until the remaining capacity of the storage battery 34 becomes zero. That is, the interphone 16 in the car 1 is operated to the end without being stopped. During an emergency stop (in the case of an emergency stop on the middle floor), passengers may be left in the car 1 for a while, and the air conditioner 11 is stopped to keep the temperature in the car 1 properly. It is better to shift the order to be done backwards. In addition, since the door of the car 1 is not operated for a while, the power supply to the door may be stopped at an early stage. Since the car 1 consumes power even when the door is closed, stopping the power supply is effective in suppressing reduction in the remaining charge. As described above, since the situation changes during an emergency stop, it is possible to stop the equipment in a more appropriate order with respect to the passengers by performing the processing in a stop sequence different from that at all times.

Embodiment 5 of the Invention
FIGS. 14-16 uses the 2nd storage battery as a rescuer, when the storage battery 34 becomes a main storage battery as a 1st storage battery, and the 2nd stage structure of a 2nd storage battery, when the charge remaining amount of a main storage battery runs short, It is the figure shown in order to demonstrate the electric power control apparatus of the elevator car which concerns on Embodiment 5 of this invention. FIG. 14 is a block diagram showing a configuration related to the car power control for this purpose.
In FIG. 14, blocks with the same numbers as those in the first embodiment shown in FIG. 1 have the same names and functions as the blocks shown in FIG. The difference from the first embodiment is that a second storage battery 34S, a control device 35S for the second storage battery 34S, and a DC / DC converter 33S for the second storage battery 34S are added.

The output power of the second storage battery 34S is supplied to a car electrical device such as the air conditioner 11 in the same manner as the main storage battery 34 via the DC / DC converter 33S. Further, since the output of the main storage battery 34 and the output of the second storage battery 34S are connected to the DC bus between the DC / DC converter 33S and the inverter 36, the DC / DC converter 32 is connected from the transformer 31 on the car side. Thus, the power of the building power supply can be charged to the second storage battery 34S.
The car power control device 2 is connected to the main storage battery control device 35 of the main storage battery 34 and the second storage battery control device 35S of the second storage battery 34S via a communication line, and sends a control command to each of them or monitors the control status can do.

The second storage battery 34S plays a role of a rescuer when the main storage battery 34 becomes short of the remaining charge. In order to suppress the increase in scale, the capacity of the second storage battery 34S is made as small as possible as compared with the capacity of the main storage battery 34. Instead, as the second storage battery 34S, a storage battery having characteristics capable of high-speed charging / discharging is selected. When the second storage battery 34S stops at a chargeable floor, the second storage battery 34S is charged at high speed to increase the amount of charge, and is discharged while traveling or at another floor.
The second storage battery 34S is made to discharge for as long as possible while being charged so as to suppress a decrease in the remaining charge of the main storage battery 34. As the second storage battery 34S that requires high-speed charging / discharging, an electric double layer capacitor, a lithium ion battery, or the like is suitable. The main storage battery 34 is used for a predetermined long time after being charged for a predetermined long time (also referred to as a cycle application), and a characteristic different from that of the second storage battery 34S is required. In general, it is desirable to avoid such a battery for cycle use because temporary charging operation during discharging, especially charging operation with a large current may shorten the life or damage the device. Has been.

  As described above, by providing the second storage battery 34S serving as a rescuer, it is possible to further reduce the capacity of the main storage battery 34 whose capacity is determined with a margin. Since the second storage battery 34S can be charged and discharged at high speed in the middle, it is possible to make the capacity smaller than the capacity reduced by the main storage battery 34, and it is possible to reduce the battery scale and weight as a whole. Become.

FIG. 15 is a flowchart showing a control sequence by the second storage battery 34S. Hereinafter, the operation mode when the second storage battery is used will be described with reference to the flowchart shown in FIG.
First, the car power control device 2 determines whether or not the remaining charge amount of the main storage battery 34 is smaller than the threshold value 5 (step ST61), and then whether or not the estimated remaining charge value of the main storage battery 34 is smaller than the threshold value 6 It is determined whether or not (step ST62). When both are not satisfied (steps ST61 “No”, ST62 “No”), it can be considered that the remaining charge amount of the main storage battery 34 is sufficient, and therefore the second storage battery 34S is not operated. (Step ST63). If any of the above-described determinations is satisfied (step ST61 “Yes” or step ST62 “Yes”), the second storage battery operation mode for operating the second storage battery 34S is entered (region indicated by a one-dot chain line indicated by step ST64).

Here, first, the standby floor (the floor on which the car that has completed the service waits) is set to the floor where the car power feeding device is located (step ST65). Therefore, the car that has completed the service and is in the standby state always waits on the floor where the power supply device is located, and the second storage battery 34S can be charged during the standby. Next, it is determined whether or not the car is in a stopped state and the car position coincides with a certain floor of the power feeding device for the car (step ST66). If the condition is satisfied (step ST66 “Yes”), the second storage battery 34S can be charged, and the building-side power supply 20 charges the second storage battery 34S at high speed (step ST67).
When the condition is not satisfied (step ST66 “No”), the mode for discharging the second storage battery 34S is entered. First, the power consumption of the air conditioner 11 and the lighting device 12 is suppressed (steps ST68 and ST69). Then, the second storage battery 34S is discharged by constant voltage control (step ST70). For main storage battery 34, an upper limit value of the discharge current is provided to limit the discharge current (step ST71).

As a result, the difference between the discharged power of the main storage battery 34 and the power consumption of the car power devices 11 to 16 is supplied from the second storage battery 34S. Specifically, when the power consumption of the car power devices 11 to 16 is larger than the discharge power of the main storage battery 34, the voltage of the DC bus (DC bus between the DC / DC converter 33S and the inverter 36) is caused by the unbalance. Descend. Since the second storage battery 34S is controlled by the constant voltage control, the discharge operation is performed so as to compensate for this decrease, and the power supply / demand balance becomes consistent.
When the discharge output of the second storage battery 34S is insufficient (basically, the second storage battery 34S is selected with a specification that capacity and output power are not so large), the DC bus voltage remains lowered. Then, it is detected (step ST72), and the power consumption of the air conditioner 11 and the lighting device 12 is re-suppressed so that the power is balanced (the device operation output is further suppressed by the output adjustment coefficient. In the case of the air conditioner, (It is implemented by the air conditioning command adjustment unit 202 in FIG. 2) (step ST74). If the DC bus voltage is not lowered, the current situation is maintained (step ST73).

  As described above, when the remaining charge of the main storage battery 34 is insufficient, the second storage battery 34S is frequently charged and discharged, and the electric equipment side of the air conditioner 11 and the lighting device 12 also suppresses power consumption. By controlling as described above, it is possible to suppress a decrease in the remaining charge of the main storage battery 34. As a result, the capacity and weight of the entire storage battery can be reduced.

FIG. 16 is a flowchart showing a processing sequence when the capacity of the second storage battery 34S is insufficient during the operation in a situation where the second storage battery 34S is operating.
16, the same processes as those in FIG. 15 are denoted by the same reference numerals, and description thereof is omitted to avoid duplication. Only processing different from the flowchart of FIG. 15 will be described below.

  When the second storage battery 34S is discharged under constant voltage control and the main storage battery 34 is discharged with the discharge current upper limit set (steps ST70 and ST71), the remaining charge of the second storage battery 34S is insufficient in the middle (Step ST82), the car power control device 2 releases the upper limit value of the discharge current of the main storage battery 34 and controls it by constant voltage control (step ST84). As a result, the main storage battery 34 is in charge of supplying power to the electrical equipment such as the air conditioner 11 and the lighting device 12. After that, when the elevator car 1 enters a standby state, the elevator car 1 moves to the floor where the power supply device for the car 1 is located. Therefore, the second storage battery 34S can be charged at high speed, and the second storage battery 34S is discharged again. The main storage battery 34 can be rescued.

[Embodiment 6]
FIGS. 17 to 20 show the electric power of the elevator car according to the sixth embodiment of the present invention in which the diameter or number of power lines can be reduced by reducing the current transmitted by the tail cord instead of the tail cordless. It is the figure shown in order to demonstrate a control apparatus.
Hereinafter, the configuration operation of the elevator system using the lightweight tail cord will be described with reference to FIGS. 17 to 20.

The advantage of this elevator system is that it is possible to reduce the storage battery capacity compared to the case of tail cordless because it can always supply power from the building power supply through the lightened tail cord (however, there is an upper limit because the power line has been reduced) It is in.
The sixth embodiment described below is located between the conventional elevator with a tail cord and the tail cordless elevator of the present invention, and the tail cord cannot be eliminated, but the tail cord is lightened, And since the capacity | capacitance of the storage battery 34 mounted in the passenger car 1 can also be made small, it becomes possible to achieve weight reduction as the whole system.

FIG. 17 is a diagram showing an overall configuration of an elevator system using a lightweight tail cord. Since FIG. 17 is almost the same as the basic configuration of the second embodiment shown in FIG. 7, the same blocks are denoted by the same reference numerals and have the same names and functions.
The difference is that lightweight tail cords 70A and 70B are added, and the power feeding device (23A and 24A in FIG. 7) to the car on the hoistway side is lost.

The elevator system using the lightweight tail cord in FIG. 17 can always receive power supply from the building-side power source via the tail cord, and a power feeding device to the car on the hoistway side is not necessary.
In FIG. 17, the building power supply 20 supplies power to the elevator control device 44A, and the elevator control device 44A is connected to the car power supply device 3A via a lightweight tail cord 70A. Electric power is supplied to the car through the device 44A, the lightweight tail cord 70A, and the car power supply device 3A.

FIG. 18 is a block diagram showing a portion related to power control of a car in an elevator system using a lightweight tail cord. Since the configuration is almost the same as that of the first embodiment shown in FIG. 1, the same blocks are denoted by the same reference numerals and have the same names and functions.
The difference is that the lightweight tail cord 70 is added and the power feeding device (23, 22, 21 in FIG. 1) to the car on the hoistway side is lost. Charging to the storage battery 34 from the building power source via the lightweight tail cord 70 is performed by the car power control device 2.

FIG. 19 is a flowchart showing a flow of power control of the storage battery 34 of the elevator system using the lightweight tail cord. The operation of the car power control device 2 shown in FIG. 18 will be described below with reference to the flowchart of FIG.
Here, it is first determined whether or not the current time is the charging time zone of the storage battery 34 (step ST90). The charging time zone of the storage battery 34 is basically a time zone where the frequency of use of the elevator is low at night, and is set to a time zone from 23:00 to 7:00, for example. When the current time is the charging time zone of the storage battery 34, the storage battery 34 enters a charging mode from the tail cord. The car power control device 2 determines that the charging mode is set (step ST91), and the storage battery is charged with a current equal to or less than a predetermined value via the tail cord (step ST92). In order to reduce the weight of the tail cord, since the diameter of the power line is reduced or the number of power lines is reduced, it is necessary to charge the storage battery with a small current. The predetermined value for suppressing the current is determined based on the current capacity of the power line. Charging is continued until the storage battery 34 is fully charged (step ST93). When the storage battery 34 is fully charged, the charging is terminated and the apparatus is put on standby (step ST94).

When the current time is outside the storage battery charging time zone, the storage battery 34 is in the discharge mode. The car power control device 2 determines that the discharge mode is set (step ST95), and controls the storage battery 34 by constant voltage control (step ST96). At this time, the storage battery 34 is the main power supply destination to the car electrical devices 11 to 16, and the building power supply via the tail cord is the slave. The subordinate on the building power supply side is due to the current capacity limitation due to the reduction in the power line in the tail cord.
When the power consumption of the electric devices 11 to 16 in the car 1 is large, there is an upper limit to the power supply of the building-side power supply 20, so the storage battery 34 is the main power supply destination, but when the power consumption is small, In order to preserve the remaining charge of the storage battery 34, it is desirable to use the power of the building-side power source as the main supply destination. Therefore, it is preferable that constant power is always supplied from the building-side power source 20 (a power supply with a full upper limit value is supplied at a constant level), and the remaining shortage is compensated by power supply from the storage battery 34. When the building-side power supply has a faster power supply response (usually considered to be faster), such operation can be realized by controlling the storage battery 34 at a constant voltage.

  In order to reduce the capacity of the storage battery 34, it is only necessary to apply the output adjustment method of the electric device for the tail cordless elevator system described above. For this reason, according to the charge remaining amount of the storage battery 34, the output adjustment method (FIGS. 3-6, FIGS. 10-13) of the electric equipment for tail cordless elevator systems is implemented.

FIG. 20 shows the state of charge / discharge of the storage battery based on the storage battery control flowchart in the elevator system using the lightweight tail cord shown in FIG.
FIG. 20A shows a change in the width of the current flowing through the power line in the tail cord in one day width. In the graph of FIG. 20 (a), the horizontal axis represents the time length of one day in terms of time. The vertical axis represents the current value flowing through the power line in the tail cord (the total value of each current when a plurality of power lines are used). A positive current value means that current is flowing from the control panel to the car.

The solid line in FIG. 20A represents the characteristics of the current that actually flows, and is basically a constant value. This constant value corresponds to the upper limit value determined by the current capacity of the power line in the tail cord. In other words, whether the storage battery is charged or discharged, an upper limit full current is supplied from the building power supply to reduce the discharge power amount of the storage battery.
The dotted line in Fig.20 (a) represents the rated current value of the air conditioner. In the case of a normal tail cord, the current that flows in the tail cord is also determined according to the current consumption of the electrical equipment of the car, so there is a possibility that current exceeding the dotted line may flow, and it is necessary to use a thick power line or multiple power lines However, according to Embodiment 6 of the present invention, by using the storage battery together, the actual current value can be lowered as shown in FIG. 20A, and the power line in the tail cord can be reduced. it can. Therefore, the tail cord can be reduced in weight.

FIG. 20B shows the change in the daily width of the current of the storage battery mounted on the car. The horizontal axis represents the time length for one day on the time axis, and the vertical axis represents the current of the storage battery. A positive value of current indicates discharging, and a negative value indicates charging. The battery is charged from 23:00 to 7:00 in the night, and discharged from 7:00 to 23:00.
FIG. 20 (c) shows a change in current consumption of the car electrical device over one day. The electricity consumption of the car electrical equipment is small during quiet periods at night (in the figure, it is assumed to be zero for the sake of simplicity. It is estimated that the average is actually very small). As the temperature increases and the temperature also rises, the power consumption of the air conditioner and the like increases, and the current consumption increases particularly from the daytime to the afternoon. In the conventional elevator system, the current consumption of the car electrical equipment shown in FIG. 20 (c) is directly supplied to the tail cord. Therefore, a thick power line (or a plurality of power lines) is required, and the weight of the tail cord is a problem. It was. Compared with FIG. 20 (a), it can be seen that the current of the tail cord is reduced and the tail cord can be reduced in weight.

  Regarding the discharge current of the storage battery 34, in the tail cordless system, the same current must be discharged from the storage battery 34 in the electric devices 11 to 16 in the car 1 of FIG. 20 (c). According to the sixth embodiment, since power is supplied also from the tail cord, it can be reduced as shown in FIG. Therefore, the required storage battery capacity can also be reduced.

As described above, according to the elevator car power control apparatus of the present invention, not only the tail cordless of the elevator or the weight of the tail cord is reduced, but also the storage battery capacity mounted on the car, which is an important design item for that purpose, is reduced. The power consumption can be reduced by eliminating waste of power consumption of electrical equipment such as air conditioners and lighting.
It should be noted that the functions of the constituent blocks included in the car power control device 2 described above may be realized entirely by software, or at least a part thereof may be realized by hardware. For example, the car air conditioning command setting unit 201, the air conditioning command adjustment unit 202, the air conditioning control command conversion unit 203, the control mode determination unit 204, and the air conditioning command adjustment amount calculation unit (air conditioner adjustment mode) that constitute the power control device 2 ) 205, data processing in the air conditioning command adjustment amount calculation unit (building power mode) 206, and storage battery control command setting unit (building power mode) 207 may be realized on a computer by one or more programs, , At least a part thereof may be realized by hardware.

DESCRIPTION OF SYMBOLS 1 Elevator car 2 Car electric power control apparatus 3 Car electric power feeder 11 Air conditioner 12 Illumination apparatus 13 Car position display apparatus 14 Electric guide apparatus 15 Door machine 16 Interphone 17 In-car temperature sensor 18 In-car illuminance sensor 20 Building side power supply 34 Storage battery 34S Second storage battery 35 Storage battery control device 35S Second storage battery control device 70 Lightweight tail code 201 Car air conditioning command setting unit 202 Air conditioning command adjustment unit 203 Air conditioning control command conversion unit 204 Control mode determination unit 205 Air conditioning command adjustment amount calculation unit (air conditioner Adjustment mode)
206 Air conditioning command adjustment amount calculation unit (building power supply mode)
207 Storage battery control command setting unit

Claims (5)

A power storage device installed in an elevator car that can supply power through a power line from a power source on the building building side, a power storage device installed in the elevator car, supplied with power from the power storage device, and from a power source on the building building side An elevator air conditioner capable of supplying power through the power line, and an electric device including a lighting device, and an elevator car power control device,
In the charging time zone of the power storage device, power is supplied from the power source on the building building side to the power storage device through the power line, and in other time zones, the power source on the building building side is connected to the power storage device and the power line. Car power control means for controlling to supply power to the electrical equipment from
An elevator car power control apparatus comprising: The car power control means includes:
2. The elevator car power control device according to claim 1, wherein a current value of power supplied to the power storage device through the power line is controlled to be smaller than a rated current of the air conditioner. . The car power control means includes:
2. The elevator car power control apparatus according to claim 1, wherein a current value of power supplied to the electric device through the power line is controlled as a constant value. 3. The car power control means includes:
In the time zone where the power consumption of the electrical device in a time zone other than the charging time zone is small, the current supplied from the power source on the building building side to the electrical device through the power line is supplied from the power storage device to the electrical device. 2. The elevator car power control apparatus according to claim 1, wherein control is performed so that the current value is larger than a generated current. The car power control means includes:
2. The elevator car power control apparatus according to claim 1, wherein a time zone including nighttime when the use of the elevator is relatively small is controlled as the charging time zone.

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