JP2013119436A - Elevator apparatus and method for controlling the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for improving the controllability of a speed of an elevator car when a rescue operation is performed.SOLUTION: The elevator apparatus (A10) has the elevator car (A11), a drive sheave (A12), a brake (A13) and a control part (A14). The elevator car (A11) is connected to a rope (A18). The drive sheave (A12) around which the rope (A18) is wound, drives the rope (A18) to elevate and lower the elevator car (A11). The brake (A13) adds braking torque to the drive sheave (A12) to brake rotation. The control part (A14) performs the follow-up control of the braking torque for suppressing the rotation of the drive sheave (A12) by the brake (A13) to move the elevator car (A11) to a destination floor when the rescue operation is performed.

Description

  The present invention relates to an elevator rescue operation for moving a car stopped between floors to any floor.

  In an elevator, a car may stop at a position where passengers cannot get on and off between floors due to a failure of a motor or an inverter. In such a case, it is necessary to move the car to any floor where passengers can get on and off by rescue operation.

  Patent Document 1 discloses a technique for moving a car by operating a brake, which is used to fix a car that is normally stopped, during a rescue operation. The technique disclosed in Patent Literature 1 applies a voltage intermittently to the brake coil to alternately turn on and off the brake, thereby preventing the ride comfort from being deteriorated, and the car in a short time. Move to the destination floor.

International Publication WO2009 / 013821

  However, since the rescue driving technique disclosed in Patent Literature 1 moves the car while repeatedly turning on and off the brake, the car moves while frequently repeating acceleration and deceleration alternately. become. For this reason, the controllability of the speed of the car during rescue operation is poor, and the ride comfort is not necessarily good. Further, since the speed control is rough, the accuracy of landing at the landing position of the destination floor is not good.

  An object of the present invention is to provide a technique for improving the controllability of the speed of a car during rescue operation.

  An elevator apparatus according to an aspect of the present invention includes a car connected to a rope, a rope that is wound around the rope, and a driving sheave that raises and lowers the car by driving the rope, and braking torque applied to the drive sheave. In addition, a brake that suppresses rotation, and a control unit that moves the car to the destination floor by performing follow-up control of braking torque that suppresses rotation of the drive sheave by the brake in rescue operation. Yes.

  In the elevator apparatus, the brake is configured to be able to control the braking torque by current, and the control unit performs follow-up control on the current flowing through the brake based on a speed command during a rescue operation. Also good.

  In the elevator apparatus, the control unit normally fixes or releases the drive sheave by binary current control to the brake, and continuously performs control of the current to the brake during rescue operation. The control torque of the drive sheave may be controlled in an intermediate range between fixing and releasing.

  The elevator apparatus further includes a scale unit for measuring the load of the car, and the control unit is configured to supply a current to the brake based on a torque command determined from the speed command and the load of the car. May be determined.

  In the elevator apparatus, the rope wound around the drive sheave further includes a counterweight connected to the opposite side of the car, and the control unit includes the torque command and the car The braking torque may be calculated on the basis of the load and the unbalance of the counterweight, and the current flowing through the brake may be determined based on the braking torque.

  The elevator apparatus may further include a speed command unit that determines a speed command during rescue operation based on the unbalance.

  Further, in the elevator apparatus, the speed command unit may determine the speed command so that a speed transition that can be accelerated and decelerated by the imbalance is achieved.

  In the elevator apparatus, the speed command unit may accelerate and decelerate more slowly when the absolute value of the unbalance is smaller than a predetermined threshold than when the absolute value of the unbalance is larger than the threshold. The speed may be controlled.

  According to the present invention, the controllability of the speed of the car during the rescue operation can be improved.

It is a block diagram which shows schematic structure of the elevator apparatus by this embodiment. It is a block diagram of the elevator apparatus by a present Example. It is explanatory drawing for demonstrating a brake device. It is a graph which shows the characteristic of the braking torque with respect to the coil current in the brake device of FIG. 3A. It is a timing chart for demonstrating operation | movement in case the load in a cage | basket | car is 10% of a rating. It is a timing chart for demonstrating operation | movement when the load in a cage | basket | car is 90% of a rating.

  A basic embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a configuration diagram illustrating a schematic configuration of the elevator apparatus according to the present embodiment. Referring to FIG. 1, the elevator apparatus A10 includes a car A11, a drive sheave A12, a brake A13, a control unit A14, a scale unit A15, a counterweight A16, and a speed command unit A17.

  A car A11 and a counterweight A16 are connected to both ends of the rope A18.

  The drive sheave A12 is wound with a rope A18 and drives the rope A18 by rotation to raise and lower the car A11.

  The brake A13 applies a braking torque to the drive sheave A12 to suppress rotation.

  The control unit A14 is a control unit that controls driving of the drive sheave A12 by a configuration (not shown) such as an inverter or a motor. In the rescue operation, the control unit A14 moves the car A11 to the destination floor by performing follow-up control of the braking torque by the brake A13 that suppresses the rotation of the drive sheave A12.

  According to the present embodiment, since the braking torque that suppresses the rotation of the drive sheave A12 is controlled in the rescue operation, the controllability of the speed of the car A11 can be improved.

  The brake A13 is an electromagnetic coil brake that can control the braking torque with an electric current. The control unit A14 normally fixes or releases the drive sheave A12 by binary current control to the brake A13. However, during the rescue operation, the control unit A14 follows the current supplied to the brake A13 based on the speed command. Control. The control by the control unit A14 during the rescue operation is not binary, and the control torque of the drive sheave A12 is controlled to an intermediate range between fixing and releasing by continuous current control to the brake A13. As a result, the car A11 can be moved accurately and smoothly by continuous current control.

  Further, the scale unit A15 measures the load on the car A11, and the control unit A14 determines the current to be supplied to the brake A13 based on the torque command determined from the speed command and the load on the car A11. At that time, the control unit A14 calculates the braking torque based on the torque command, the load of the car A11 and the unbalance of the counterweight A16, and determines the current to be supplied to the brake A13 based on the calculated braking torque. May be. The weight of the counterweight A16 is known in advance.

  The speed command in the present embodiment may be a command that makes a predetermined speed transition determined by the position where the car A11 has stopped urgently and the position where the car A11 is moved. Alternatively, the speed command unit A17 may determine the speed command for the rescue operation based on the unbalance between the car A11 and the counterweight A16.

  When the speed command unit A17 determines a speed command at the time of rescue operation based on the unbalance between the car A11 and the counterweight A16, the speed command unit A17 transitions at a speed that can be accelerated and decelerated by the unbalance. The speed command may be determined as follows. According to this, for example, even when the unbalance is small and normal acceleration or deceleration cannot be obtained, speed control according to the amount of unbalance can be performed. At this time, when the absolute value of unbalance is smaller than a predetermined threshold, the speed command unit A17 may control the speed of acceleration and deceleration more gently than when the absolute value of unbalance is larger than the threshold.

  Hereinafter, more specific examples will be described.

  FIG. 2 is a block diagram of the elevator apparatus according to the present embodiment. FIG. 3A is an explanatory diagram for explaining the brake device. FIG. 3B is a graph showing a characteristic of a braking torque with respect to a coil current in the brake device of FIG. 3A.

  In the present embodiment, the speed command is determined to be a predetermined speed transition depending on the position where the car 1 is urgently stopped and the position where the car 1 is moved, and the function corresponding to the speed command unit A17 in FIG. 1 is omitted. Yes.

  Referring to FIG. 2, the car 1 and the counterweight 3 are connected via a rope 4, and the rope 4 is wound around the drive sheave 2. Normally, the car 1 and the counterweight 3 are unbalanced, but the car 1 and the counterweight 3 are held stationary by the brake device 5 when the elevator stops.

  During the normal operation of the elevator, a current sufficient to make the brake braking torque zero, which corresponds to the current command from the brake release current command unit 15, is supplied from the brake current control unit 16 to the brake device 5. In this state, the car 1 is moved up and down by the motor 6.

  The speed of the car 1 during normal operation is controlled by the following means.

  A speed command ω * that is optimal for moving between floors is given from the speed command generator 11 to the speed controller 12, and the speed controller 12 causes the speed ω from the speed detector 7 to follow the speed command ω *. Next, the torque command T * of the drive sheave 2 is controlled.

  In normal operation, the changeover switches 13 a and 13 b are connected to the upper side in FIG. 2, and this torque command T * is input to the inverter current control unit 14. The inverter current control unit 14 causes the motor 6 to supply the motor 6 with enough power to cause the motor 6 to generate a torque corresponding to the torque command T *.

  Here, the configuration of the brake device 5 and the relationship between the coil current and the braking torque will be described with reference to FIGS. 3A and 3B.

  When the elevator stops, the electromagnetic coil 51 is not energized (coil current = 0). For this reason, the lining 53 is pressed against the disk 54 by the spring force of the spring 52 to extend, and the maximum braking torque Tb1 is generated.

  On the other hand, during elevator operation, current is supplied to the electromagnetic coil, the braking torque is reduced by the attractive force of the electromagnetic coil 51, and the lining 53 is removed from the disk 54 when the attractive force of the electromagnetic coil 51 becomes larger than the spring force of the spring 52. The brake is released away and the braking torque becomes zero. In normal operation of the elevator, a current larger than the current value at which the braking torque becomes zero is set. For example, the current value of Ib1 in FIG. 3B is the current value set in the brake release current command unit 15.

  Thus, in normal elevator operation, the brake device 5 is binary controlled so as to use only the point of the braking torque Tb1 where the coil current = 0 and the point of the braking current zero where the coil current = Ib1.

  On the other hand, in the rescue operation, the braking torque is continuously controlled by the coil current using the characteristics between these two points.

  The speed control of the car during rescue operation will be described.

  During the rescue operation, the selector switches 13a and 13b are switched to the lower side in FIG. A speed command ω * dedicated to rescue operation is output from the speed command generation unit 11 to the speed control unit 12. The speed control unit 12 controls the torque command T * of the drive sheave 2 so that the speed ω detected by the speed detector 7 follows the speed command ω *.

  Since the changeover switch 13a is directed downward in FIG. 1, the torque command T * is output to the rescue operation brake current command unit 17. The rescue operation brake current command unit 17 determines the coil current Ib * of the brake device 5 according to the torque command T * and the car load information Mc from the scale device 9 of the car 1, and the brake current control unit 16 is output.

Specifically, first, the unbalance torque calculator 19 calculates the unbalance torque Tc due to the unbalance between the car 1 and the counterweight 3 from the in-car load information Mc.
Unbalance torque Tc = fc (Mc) (1)
However, fc () is a function for Mc, and equation (2) is stored in the memory in the microcomputer, or a function table showing the relationship between input and output is obtained in advance and stored in the memory in the microcomputer. Store it.
Unbalance torque Tc = (BP−Mc) / 50% × Tm (2)
However, BP is a balance point (usually 40 to 50%), Mc is car load information (0 to 100%), and Tm is motor rated torque [Nm].

As shown in Expression (3), a difference Tb * between the unbalance torque Tc and the torque command T * becomes a command value for the braking torque to be generated by the brake device 5.
Braking torque command Tb * = T * −Tc (3)

The coil current calculation unit 18 calculates a coil current corresponding to the braking torque from the braking torque command Tb * as shown in Expression (4).
Coil current command Ib * = fb (| Tb * |) (4)
However, fb () is a function for the absolute value of Tb *, and the relationship between input and output is obtained in advance by calculation and stored in a memory in the microcomputer as a function table.

  FIG. 4A is a timing chart for explaining the operation when the load in the car is 10% of the rating. In this case, the car 1 is raised during the rescue operation. FIG. 4B is a timing chart for explaining the operation when the load in the car is 90% of the rating. In this case, the car 1 is lowered during the rescue operation.

  FIGS. 4A and 4B show the speed ω and acceleration of the car 1 during the rescue operation when the load in the car is 10% and 90%, the unbalance torque Tc between the car 1 and the counterweight 3, and the brake device 5. The relationship between the braking torque Tb and the braking force Tb of the brake device 5 is shown.

  First, FIG. 4A will be described.

  Since the car 1 is lighter than the counterweight 3, that is, the unbalance torque Tc is a positive value, the car 1 becomes a constant speed in the ascending direction due to acceleration, and then decelerates like the speed ω shown in FIG. 4A. And controlled to stop.

  In this case, the braking torque Tb * is controlled to a torque (T * −Tc) obtained by combining the torque that cancels the unbalance torque Tc and the torque that generates acceleration. In this case, acceleration occurs when the torque is weakened from a value that just cancels the unbalance Tc and stops the car 1 from the brake braking force Tb. Thereafter, when the brake braking force Tb is set to a value that only cancels the unbalance Tc, the car 1 becomes a constant speed. Thereafter, when the brake braking force Tb is set to a value that not only cancels the unbalance Tc but also decelerates the car 1, the car 1 decelerates and stops.

  Next, FIG. 4A will be described.

  Since the car 1 is heavier than the counterweight 3, that is, the unbalance torque Tc is a negative value, the car 1 becomes a constant speed in the descending direction due to acceleration, and then decelerates like the speed ω shown in FIG. 4B. And controlled to stop. In FIG. 4B, since the unbalance torque Tc is in the opposite direction to that in FIG. 4A, the speed ω, acceleration, unbalance torque Tc, and braking torque Tb * are opposite to those in FIG. 4A. However, since the brake braking force Tb is a constant speed when the unbalance torque Tc is canceled, it is accelerated when it is weakened, and is decelerated when it is strengthened, so there is no difference between FIG. 4A and FIG. 4B.

  The value of the braking torque Tb1 (see FIGS. 3B, 4A, and 4B) when no current is supplied to the brake device 5 is usually about three times the maximum value of the unbalance torque between the car 1 and the counterweight 3. Designed. For this reason, even if the torque change in acceleration and deceleration required for the speed pattern of rescue operation is taken into consideration, there is a margin in the braking torque. Further, since the speed control unit 2 performs feedback control on the speed ω of the car 1, the acceleration of the car 1 becomes smooth and a good riding comfort is ensured. Furthermore, since the coil current of the brake device 5 can be continuously controlled with respect to the torque command T *, high landing accuracy can be realized.

  As described above, according to the present embodiment, the current flowing through the electromagnetic coil 51 of the brake device 5 can be continuously controlled according to the torque command T * and the in-car load information Mc from the weighing device 9 of the car 1. Therefore, even during the rescue operation, the acceleration / deceleration of the car 1 that affects the ride comfort can be controlled smoothly, and a good ride comfort and high landing accuracy can be realized.

  When the absolute value of the unbalance between the car 1 and the counterweight 3 is small, the value of the flat portion of the brake braking force Tb in FIGS. 4A and 4B is small. 4A and 4B for accelerating the car 1 with a predetermined speed transition, if the recess (minimum part) of the braking force Tb is below zero (that is, a negative value), the predetermined speed transition is performed. It cannot be realized. For such a case, also in the present embodiment, the speed command unit A17 may be provided in the same manner as in FIG. 1, and the speed command unit A17 may determine the speed command during the rescue operation based on the unbalance.

  The above-described embodiments and examples of the present invention are examples for explaining the present invention, and are not intended to limit the scope of the present invention to only those embodiments or examples. Those skilled in the art can implement the present invention in various other modes without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 11 ... Speed command generation part, 12 ... Speed control part, 13a ... Changeover switch, 13b ... Changeover switch, 14 ... Inverter current control part, 15 ... Brake release current command part, 16 ... Brake current control part, 17 ... Rescue driving brake Current command unit, 18 ... Coil current calculation unit, 19 ... Unbalance torque calculation unit, 2 ... Drive sheave, 3 ... Balance weight, 4 ... Rope, 5 ... Brake device, 51 ... Electromagnetic coil, 52 ... Spring, 53 ... Lining 54, disc, 6 ... motor, 7 ... speed detector, 8 ... inverter, 9 ... scale device, A10 ... elevator device, A11 ... car, A12 ... drive sheave, A13 ... brake, A14 ... control unit, A15 ... Scale section, A16 ... counterweight, A17 ... speed command section, A18 ... rope

Claims (9)

Ride connected to the rope,
A drive sheave that is wound around the rope and moves the car up and down by driving the rope;
A brake that suppresses rotation by applying a braking torque to the drive sheave;
In the rescue operation, a control unit that moves the car to the target floor by following the brake torque that suppresses the rotation of the drive sheave by the brake; and
Elevator device having The brake is configured to control the braking torque by current.
The control unit performs follow-up control on the current flowing through the brake based on a speed command during rescue operation.
The elevator apparatus according to claim 1.   The control unit normally fixes or releases the drive sheave by binary current control to the brake, and continuously outputs the control torque of the drive sheave by continuous current control to the brake during rescue operation. The elevator apparatus according to claim 2, wherein the elevator apparatus is controlled in an intermediate range between fixing and releasing. Further comprising a scale for measuring the load of the car;
The elevator apparatus according to claim 2, wherein the control unit determines a current to flow to the brake based on a torque command determined from the speed command and a load on the car. The rope wrapped around the drive sheave further has a counterweight connected to the opposite side of the car,
The control unit calculates the braking torque based on the torque command, the load of the car and the imbalance of the counterweight, and determines a current to flow to the brake based on the braking torque. The elevator apparatus according to claim 4.   The elevator apparatus according to claim 5, further comprising a speed command unit that determines a speed command during a rescue operation based on the unbalance.   The elevator apparatus according to claim 8, wherein the speed command unit determines the speed command so that a speed transition that can be accelerated and decelerated by the unbalance is performed.   The speed command unit, when the absolute value of the unbalance is smaller than a predetermined threshold, controls the speed more slowly for acceleration and deceleration than when the absolute value of the unbalance is larger than the threshold. The elevator apparatus as described in 6 or 7. A car sheave connected to the rope; In an elevator apparatus control method comprising:
In a rescue operation, the elevator car is moved to a destination floor by performing follow-up control of a braking torque that suppresses rotation of the drive sheave by the brake.

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