JP2014065589A - Elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevator capable of performing a smooth stop, reducing the travel time, and giving a comfortable ride.SOLUTION: The elevator comprises: a hoist; a brake part; a rope parameter estimation part; a viscous force estimation part; and a hoist brake control part. The rope parameter estimation part calculates the length of a rope from position information for the rope and position information for a car which are obtained from rotation of a hoist, calculates the weight of the rope from a load applied to the rope and the weight of the car, and calculates the elastic coefficient of the rope from the length of the rope and the weight of the rope. The viscous force estimation part calculates the coefficient of viscosity corresponding to the viscous force applied to the car from the force applied to the rope, and the position information, speed, and acceleration of the car. The hoist brake control part decides whether the brake part is to be operated or not by actuating the hoist and comparing a value derived from the weight of the car, the acceleration of the car, and the elastic coefficient with a value which is derived from the coefficient of viscosity and becomes greater as the viscous force increases.

Description

  Embodiments described herein relate generally to an elevator that performs speed control for acceleration or deceleration when moving up and down.

  In elevators in high-rise buildings, especially when the car is located in the lower layer, there is a long main rope between the car and the hoisting machine only by controlling the hoisting machine. It may become impossible to control the car with agility. For example, when the car stops, it is necessary to set the deceleration more slowly than necessary, or it takes time to align the car. There is also a problem that the car vibrates when passengers get on and off while the car is stopped.

  Therefore, a method has been proposed in which a sensor is mounted on an elevator car and a hoisting machine is controlled based on information from the sensor to perform smooth acceleration / deceleration and alignment. Further, a mechanism for suppressing vibration by operating a brake mechanism of a car in conjunction with a door opening / closing mechanism has been proposed with respect to vibration when a passenger moves up and down.

JP 2009-51656 A JP 2009-208914 A

  However, in the above method, the hoisting machine and the brake connected to the hoisting machine are only controlled, so if there is a long rope between the hoisting machine and the car, the influence of the elasticity of the rope etc. It becomes large and it becomes difficult to control the car smoothly. In addition, when accelerating / decelerating the car, there is a problem that the acceleration / deceleration must be performed slowly so as not to vibrate or overshoot.

  In addition, even when the passenger's boarding / exiting vibrations can be suppressed by turning on or off the brake mechanism mounted on the car when the car stops, vibrations during acceleration / deceleration of the elevator cannot be suppressed. There is a problem.

  Therefore, the problem to be solved by the present invention is made in view of the above circumstances, and is to provide an elevator that can perform a smooth stop, reduce the travel time, and has a comfortable ride.

  According to the embodiment, the elevator includes a hoisting machine, a brake unit, a rope parameter estimating unit, a viscous force estimating unit, and a hoisting machine brake control unit. The hoisting machine raises and lowers the car along the rail by a rope connected to the car. The brake unit generates a braking force for stopping the car with respect to the rail. The rope parameter estimation unit calculates the length of the rope from the position information of the rope by the rotation by the hoist and the position information of the car, and calculates the length of the rope from the load applied to the rope and the weight of the car. The weight is calculated, and the elastic modulus of the rope is calculated from the length of the rope and the weight of the rope. The viscosity force estimation unit calculates a viscosity coefficient corresponding to the viscosity force applied to the car from the force applied to the rope and the position information, speed, and acceleration of the car. The hoisting machine brake control unit operates the hoisting machine, and the first value derived from the weight of the car, the acceleration of the car, and the elastic coefficient, and the value derived from the viscosity coefficient. Then, it is compared with a second value that increases as the viscous force increases, and it is determined whether or not to operate the brake unit.

Schematic of the whole elevator of embodiment. FIG. 2 is a block diagram of the overall control device of FIG. 1 and the periphery of the device. The figure which shows an example of the speed pattern which the car speed instruction | command part of FIG. 2 calculates. The block diagram which shows the detail of the hoisting machine brake control part of FIG. The flowchart which shows an example of operation | movement of the brake drive judgment part of FIG. The block diagram which shows the apparatus part for correct | amending the detection part in the detection part installed in the car of FIG. 1, and there. The figure for demonstrating the detail of the rope parameter estimation part of FIG. 2, and a brake force estimation part. The figure which shows the operation | movement in case a passenger car is controlled only by the hoisting machine of FIG. The figure which shows the operation | movement in the case of controlling a car by both the winding machine of FIG. 1, and a brake mechanism. The figure which shows an example of the detail of the brake mechanism 115 of FIG.

Hereinafter, an elevator according to an embodiment will be described in detail with reference to the drawings. Note that, in the following embodiments, the same numbered portions are assumed to perform the same operation, and repeated description is omitted. Moreover, the part of the same pattern in the same drawing has shown that they are integrally formed.
The elevator according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram of an elevator according to an embodiment.
The elevator 100 according to the present embodiment includes a car 101, a main rope 102, a pulley 103, a hoisting machine 104, a counterweight 105, a rail 106, an overall control device 107, a floor position detection unit 108, a measurement object 109, a door 110, A rope load sensor 111, a car load detection unit 112, an acceleration detection unit 113, a roller 114, a brake mechanism (also referred to as a brake unit) 115, a hoisting machine sensor unit 116, and a roller rotation detection unit 117 are provided. The car 101 includes a floor position detection unit 108, a car load detection unit 112, an acceleration detection unit 113, a roller 114, a roller rotation detection unit 117, and a brake mechanism 115.

  An elevator car 101 is connected to a main rope 102 and is driven up and down by a hoisting machine 104. A counterweight 105 serving as a weight is connected to the end of the main rope 102 opposite to the end to which the car 101 is connected. Further, the car 101 moves up and down along the rail 106 while making contact with the rail 106 as a guide.

  The brake mechanism 115 can generate a frictional force by pressing a brake shoe (described later as 905) against the rail 106 to generate a frictional force. The brake mechanism 115 can actively control the brake force by adjusting the force pressed against the rail 106.

  The floor position detection unit 108 can detect which of the floors and the position of the car 101 match each other by detecting the measurement object 109 installed on each floor. That is, the floor position detection unit 108 can detect a floor (also referred to as a floor position) where a car is present. There is a door 110 on each floor, and when the door 110 opens and closes, a person or the like can get on or off the car 101.

  The main rope 102 is suspended through the pulley 103. A rope load sensor 111 is disposed between the pulley 103 and the upper surface (ceiling) of the elevator 100. The rope load sensor 111 can measure the total force such as the weight of the car 101 and the weight of the main rope 102 applied to the upper end of the main rope 102.

  A car load detecting unit 112 is installed at a connection portion between the lower end of the main rope 102 and the car 101. The car load detector 112 can measure a force (load) applied to the lower end of the rope 102 such as a weight including the contents of the car 101. The car load sensor 112 includes, for example, an elastic body, and calculates the load by measuring the displacement of the elastic body with a displacement sensor.

  The acceleration detection unit 113 can measure acceleration such as vibration and speed change of the car 101.

  The roller 114 is pressed against the rail 106 and rotates while being in contact with the rail 106 to guide the car 101 along the rail 106. The roller rotation detection unit 117 can measure the position and speed of the car 101 by detecting the rotation position and speed of the roller 114.

  The hoisting machine sensor unit 116 detects a rotational position change and force transmitted from the hoisting machine 104 to the rope 102. By using the hoisting machine sensor unit 116 and the rope load sensor 111, it is possible to measure the force applied to the rope 102 excluding the influence of friction of the hoisting machine itself. The hoisting machine sensor unit 116 includes, for example, an elastic body, and calculates the force by measuring the displacement of the elastic body with a displacement sensor.

  The overall control device 107 acquires sensor information from the floor position detection unit 108, the rope load sensor 111, the car load detection unit 112, the acceleration detection unit 113, the hoisting machine sensor unit 116, and the roller rotation detection unit 117, The machine 104 and the brake mechanism 115 are controlled simultaneously.

Next, the overall control device 107 of FIG. 1 will be described with reference to FIG. FIG. 2 is a block diagram of the overall control device 107 shown in FIG. 1 and its surroundings.
The overall control device 107 includes a car operation management unit 201, a viscous force estimation unit 202, a car position command unit 203, a car speed command unit 204, a rope parameter estimation unit 205, a brake force estimation unit 206, and an abnormal vibration detection unit 207. , An abnormal speed detection unit 208 and a hoisting machine brake control unit 209 are provided.

Based on information from the hoisting machine sensor unit 116 and the car sensor units 108, 112, 113, and 117, the viscous force estimating unit 202 calculates a viscous force applied to the car 101 or a viscosity coefficient corresponding to the viscous force. presume. The viscous force includes a force due to air resistance when the car 101 moves and a frictional force at a guide that is a contact portion between the rail and the car 101. The viscous force estimation unit 202 obtains the force applied to the rope 102 from the hoisting machine sensor unit 116, and from the car sensor units 108, 112, 113, and 117, the position, speed, acceleration, and each floor of the car 101 are compared. Get the relative distance.
Based on the sensor information, the overall control device 107 performs drive control of the hoisting machine 104 and the brake mechanism 115.
The car operation management unit 201 accepts a destination floor by a button input of a user on the elevator and a user on each floor, and determines the next stop floor of the car 101.

  The car position command unit 203 calculates the stop position of the car 101 considering acceleration / deceleration as a position command value based on the stop floor information determined by the car operation management unit 201.

  The car speed command unit 204 calculates the speed command value of the car 101 in consideration of the maximum speed, acceleration / deceleration, and riding comfort from the position command value calculated by the car position command unit 203.

  The rope parameter estimation unit 205 calculates the current length including the extension of the rope 102 from the difference information between the position information of the hoisting machine sensor unit 116 and the position information of the car sensor units 108, 112, 113, and 117. Is calculated. The rope parameter estimation unit 205 can calculate the current weight of the rope 102 based on difference information between the weight information of the rope load sensor 111 and the weight information of the car load detection unit 112. Further, the rope parameter estimation unit 205 can calculate the current elastic coefficient of the rope 102 from the length and weight of the rope 102 calculated previously. By calculating the parameters of these ropes 102 in real time and using them for control, smooth driving control of the car 101 and the ropes 102 can be performed regardless of the length of the ropes 102.

  The brake force estimation unit 206 is for performing more accurate control by calculating the brake force actually generated in the brake mechanism 115 and feeding back to the brake control. The braking force is calculated based on the car load detector 112 and acceleration information of the car 101.

  The hoisting machine brake control unit 209 includes a position command value by the car position command unit 203, a speed command value by the car speed command unit 204, a rope parameter by the rope parameter estimation unit 205, and information on a braking force by the brake force estimation unit 206. Then, the hoisting machine 104 and the brake mechanism 115 are controlled to drive and control the car 101 and the rope 102 simultaneously and smoothly.

  The abnormal vibration detection unit 207 detects an abnormal vibration in the car 101 during the operation of the elevator due to an earthquake or a passenger movement, and detects this to notify the hoisting machine brake control unit 209 of the state. The hoisting machine brake control unit 209 performs control for canceling these vibrations, or makes a judgment of slowing down or stopping.

  The abnormal speed detection unit 208 can perform an emergency stop by directly controlling the brake mechanism 115 when the abnormal speed is detected by the car sensor units 108, 112, 113, and 117.

Next, an example of a speed pattern indicating a time change of the speed command value calculated by the car speed command unit 204 of FIG. 2 will be described with reference to FIG.
In FIG. 3, time is plotted on the horizontal axis and speed is plotted on the vertical axis, and it is assumed that the car 101 is stopped. In the conventional deceleration pattern, the rope 102 and the car 101 connected to the rope are controlled only by the hoisting machine 104. Therefore, when the rope 102 becomes long, the speed and speed of the rope 102 cannot be reduced quickly. It was a slow deceleration. In the present invention, by simultaneously controlling the hoisting machine 104 and the brake mechanism 115 mounted on the car 101, the car 101 can be quickly stopped without being affected by the rope 102.

Next, the hoisting machine brake control unit 209 of FIG. 2 will be described in detail with reference to FIG. FIG. 4 is a block diagram showing the contents of the hoisting machine brake control unit 209 of FIG.
The hoisting machine brake control unit 209 includes a brake drive determination unit 401, a hoisting machine command value generation unit 402, a hoisting machine drive control unit 403, a brake command value generation unit 404, and a brake drive control unit 405.

  The brake drive determination unit 401 estimates the movement of the rope 102 and the car 101 based on the information on the position command value, the speed command value, the rope parameter, and the brake force. If the brake drive determination unit 401 determines that the desired speed pattern can be generated only by the hoisting machine 104 without operating the brake mechanism 115, the car 101 is set to the desired speed pattern. Only the hoisting machine 104 is controlled and the brake mechanism 115 is not operated. When the brake drive determination unit 401 determines that the desired speed pattern cannot be generated only by the hoisting machine 104, the brake driving unit 104 and the brake mechanism 115 are set so that the car 101 has a desired speed pattern. Operate.

  The hoisting machine command value generation unit 402 generates a command value for driving the hoisting machine 104 in order to realize a desired speed pattern of the car. The hoisting machine drive control unit 403 controls the hoisting machine 104 by feedback control based on the command value. When it is determined that the brake mechanism 115 is to be operated, the hoisting machine command value generation unit 402 generates a command value for driving the hoisting machine 104 so that the rope is not loosened or excessively tensioned. The drive control unit 403 controls the hoisting machine 104 according to the command value.

  When it is determined that the brake mechanism 115 is to be operated, the brake command value generation unit 404 generates a brake command value in order to realize a desired speed pattern of the car. The brake drive control unit 405 controls the brake by feedback control based on the command value.

Next, an example of the operation of the brake drive determination unit 401 will be described with reference to FIG.
The car mass M is received from the car sensor units 108, 112, 113, 117 (step S501). For example, the car sensor units 108, 112, 113, and 117 guide the mass from the weight of the car.

  The rope elastic modulus k is received from the rope parameter estimation unit 205 (step S502).

  A car acceleration / deceleration speed a is received from the car speed command unit 204 (step S503).

  The viscosity coefficient c corresponding to the viscous force applied to the car is received from the viscous force estimating unit 202 (step S504).

  A brake determination coefficient P is calculated from the viscosity coefficient c (step S505). The brake determination coefficient P is a function of the viscous force, and the value thereof increases as the viscous force increases.

  It is determined whether or not the brake determination coefficient P is smaller than M × a / k. If the brake determination coefficient P is smaller, the process proceeds to step S507, and if not, the process proceeds to step S508 (step S506).

  When it is determined that the brake determination coefficient P is smaller than M × a / k, it is determined that the brake is driven (step S507).

  If it is determined that the brake determination coefficient P is not smaller than M × a / k, it is determined that the brake is not driven (step S508).

  Next, correction of errors included in information detected by the car sensor units 108, 112, 113, and 117 will be described with reference to FIG.

  The error correction unit 650 reduces an error included in the output of the car sensor unit 600 (108, 112, 113, 117). Information detected by the acceleration detection unit 113, the roller rotation detection unit 117, the floor position detection unit 108, and the car load detection unit 112 includes an error. In particular, the acceleration detector 113 has a drift error, and the roller rotation detector 117 has a large error due to slippage between the roller 114 and the rail 106. Therefore, the error correction unit 650 reduces the error by combining the information of each detection unit (sensor).

  The error correction unit 650 includes a sensor drift detection unit 651, a roller slip detection unit 652, a speed detection unit 653, and a position detection unit 654.

  Specifically, the error correction unit 650 compares the detected acceleration, the detected speed, and the detected position using a Kalman filter, and determines the most appropriate system state based on the information obtained immediately before and the data just acquired. presume. This involves two procedures, prediction and update, each time step forward. In the prediction, the estimated state at the current time is calculated from the estimated state at the previous time. In the update, using the observation at the current time, the estimated value is corrected and a more accurate state is estimated. By repeating this, a more reliable prediction can be made.

  In this way, the sensor drift detection unit 651 and the roller slip detection unit 652 can estimate a sensor error. The speed detector 653 and the position detector 654 calculate the speed and position excluding the influence of these errors. The floor position storage unit 601 stores the distance between the floors, and confirms the distance between the car 101 and each floor based on the detection timing of the floor position detection unit 108. The distance between the floors can be input using a design drawing or the like. However, since there is a need for input, it may have a function of automatically generating data. In the initial learning stage, based on the acceleration, roller speed, and roller rotation position information, the distance between the floors is calculated by looking at the error as much as possible with the Kalman filter based on the timing when the floor detection target object on the adjacent floor is detected. Is done. This is recorded in the floor position storage unit 601. It should be noted that a more accurate distance between floors can be calculated by performing learning several times.

Next, details of the rope parameter estimation unit 205 and the brake force estimation unit 206 of FIG. 2 will be described with reference to FIG.
The rope parameter estimation unit 205 includes a rope length estimation unit 701, a rope weight estimation unit 702, and a rope elasticity estimation unit 703.

  The rope parameter estimation unit 205 receives the hoisting machine rotation position information 751, the rope load information 752, the car position information 753, and the car load information 754, and the brake force estimation unit 206 receives the car load information 754 and the car acceleration. Information 755 is received.

  The hoisting machine rotation position information 751 is information that is detected by the hoisting machine sensor unit 116 and indicates how much the hoisting machine 104 has rotated, and how much the rope 102 has been sent out or pulled. It is information indicating whether or not The rope load information 752 is a load applied to the rope 102 detected by the rope load sensor 111, and indicates the total of the weight of the car 101, the weight of the main rope 102, and the like. The car position information 753 indicates the position information of the car 101 detected by the roller rotation detection unit 117 and corrected by the position detection unit 654. The car load information 754 is load information detected by the car load detection unit 112. The car acceleration information 755 is acceleration data of the acceleration detector 113 from which the sensor drift is removed by the drift error detected by the sensor drift detector 651.

  The rope length estimation unit 701 receives the hoisting machine rotation position information 751 and the car position information 753, and estimates the length of the actually hanging rope 102 based on the difference information of these position information.

  The rope weight estimation unit 702 receives the rope load information 752 and the car load information 754, and estimates the weight of the actually hanging rope 102 based on the difference information of these load information.

  The rope elasticity estimation unit 703 estimates the elasticity of the actually hanging rope 102 based on the length estimated by the rope length estimation unit 701 and the weight estimated by the rope weight estimation unit 702.

  The brake force estimation unit 206 receives the car load information 754 and the car acceleration information 755, and estimates the brake force based on these.

  The hoisting machine brake control unit 209 reflects these parameters in the control while calculating them in real time.

Next, the case where the car 101 is controlled only by the hoisting machine 104 will be described with reference to FIG. 8A, and the case where the car 101 is controlled using the hoisting machine 104 and the brake mechanism 115 will be described with reference to FIG. The description will be given with reference.
First, the case of controlling only by the hoisting machine 104 will be described with reference to FIG. 8A.
The car speed command unit 204 receives the position command from the car position command unit 203 and generates a speed command in consideration of the maximum speed and acceleration / deceleration restrictions. Based on the speed command and the rope parameter estimated by the rope parameter estimation unit 205, the brake drive determination unit 401 determines whether braking is necessary. When the brake drive determination unit 401 determines that the brake is not necessary, the command value is output only to the hoisting machine 104, and the hoisting machine 104 drives the main rope 102. The rope 102 drives the car 101. Load information and position information of the rope 102 are fed back to the rope parameter estimation unit 205. In addition, load information and position information of the car 101 are also fed back to the rope parameter estimation unit 205. The speed information of the car 101 is fed back to the car speed command unit 204, and the position information of the car 101 is fed back to the car position command unit 203.

On the other hand, the case where it controls by the hoisting machine 104 and the brake mechanism 115 is demonstrated with reference to FIG. 8B.
The brake drive determination unit 401 determines whether or not the brake is necessary by the same method as in FIG. 8A. If it is determined that the brake is necessary, the brake mechanism 115 is controlled. The braking force by the brake mechanism 115 acts on the car 101, and the position, speed, and load information of the car 101 are fed back to the car position command unit 203, the car speed command unit 204, and the rope parameter estimation unit 205, respectively. Is done. Next, the hoisting machine 104 is based on the position information and the load information of the rope 102 so that the acceleration and deceleration of the car 101 acts on the rope 102 so that the rope 102 does not loosen or become too tight. The tension of the rope 102 is controlled.

  In this way, by switching the control according to whether or not the brake is necessary, it is possible to avoid troubles such as the rope 102 loosening and getting caught in the building, or troubles such as the rope 102 being too tight and broken, and smooth riding The car 101 and the rope 102 can be controlled.

Next, an example of the brake mechanism 115 will be described with reference to FIG.
The brake mechanism 115 includes a wedge guide 901, a wedge-shaped member 902, an actuator guide 903, an actuator 904, and a brake shoe 905. The wedge guide 901 and the actuator 904 are fixed to the car 101. When the actuator 904 moves the brake shoe 905 in the direction away from the rail 106, the brake shoe 905 hits the actuator guide 903, and the wedge-shaped member 902 is moved upward. When the wedge-shaped member 902 hits the wedge guide 901, the wedge-shaped member 902 is set to be pressed against the rail 106 by the guidance of the wedge guide 901. That is, the wedge-shaped member 902 serves as a brake shoe.

  The car 101 moves up and down along the rail 106. The actuator 904 includes a brake shoe 905 at the tip, and when the brake shoe 905 is pressed against the rail 106 by the actuator 904, a frictional force is generated between the brake shoe 905 and the rail 106, and becomes a braking force. The braking force can be controlled by controlling the generated force of the actuator 904.

  Moreover, even if the braking force is generated to the maximum, the braking force is insufficient, and the desired deceleration performance of the car 101 may not be obtained. Therefore, by driving the actuator 904 in the reverse direction, the wedge-shaped member 902 is lifted by the oblique actuator guide 903 fixed to the car 101. The wedge-shaped member 902 contacts the rail 106 while being lifted along the oblique wedge guide 901. Once the frictional force is generated by contact, the wedge-shaped member 902 is sandwiched between the rail 106 and the wedge guide 901 by the wedge effect, and the car 101 can be reliably stopped. The brake mechanism 115 can also serve as an emergency stop brake. When an abnormal speed is detected by the abnormal speed detection unit 208, the brake can be reliably applied by using this mechanism.

  According to the elevator of the above embodiment, it is determined whether or not the brake mechanism is to be used by considering the elasticity of the main rope and the influence of the viscous force applied to the car, and the operation of the car is separated from the brake mechanism and the hoisting force. Control the machine. As a result, it is possible to realize a desired speed pattern for the operation of the car, to perform a smooth stop, to shorten the travel time, and to provide an elevator that is comfortable to ride. It is assumed that the effect of the elevator of the embodiment is prominent particularly in high-rise buildings.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 101 ... Riding car, 102 ... Main rope, 103 ... Pulley, 104 ... Hoisting machine, 105 ... Counterweight, 106 ... Rail, 107 ... Overall control device, 108 ... Floor sensor, 109 ... Measurement target, 110 ... Door, 111 ... Rope load sensor, 112 ... Ride car load detector, 113 ... Accelerometer, 114 ... Roller , 115... Brake mechanism, 116... Hoisting machine sensor unit, 117... Roller rotation detection unit, 201. Car position command section, 204 ... car speed command section, 205 ... rope parameter estimation section, 206 ... brake force estimation section, 207 ... abnormal vibration detection section, 208 ... abnormal speed detection Part 2 DESCRIPTION OF SYMBOLS 9 ... Hoisting machine brake control part, 401 ... Brake drive judgment part, 402 ... Hoisting machine command value generation part, 403 ... Hoisting machine drive control part, 404 ... Brake command value Generating unit, 405 ... Brake drive control unit, 601 ... Floor position storage unit, 651 ... Sensor drift detection unit, 652 ... Roller slip detection unit, 653 ... Speed detection unit, 654 ... Position detection unit, 701 ... rope length estimation unit, 702 ... rope weight estimation unit, 703 ... rope elasticity estimation unit, 901 ... wedge guide, 902 ... wedge-shaped member, 903 ... -Actuator guide, 904 ... Actuator, 905 ... Brake shoe.

Claims (8)

A hoisting machine that raises and lowers the car along the rail by means of a rope connected to the car;
A brake unit that generates a braking force for stopping the car with respect to the rail;
The length of the rope is calculated from the position information of the rope by rotation by the hoist and the position information of the car, the weight of the rope is calculated from the load applied to the rope and the weight of the car, A rope parameter estimator that calculates the elastic modulus of the rope from the length of the rope and the weight of the rope;
A viscosity force estimation unit that calculates a viscosity coefficient corresponding to the viscosity force applied to the car from the force applied to the rope and the position information, speed, and acceleration of the car;
The first value derived from the weight of the car, the acceleration of the car, and the elastic coefficient, and the value derived from the viscosity coefficient when the hoisting machine is operated, and the larger the viscous force is, the larger the value is. An elevator comprising: a hoisting machine brake control unit that determines whether or not to operate the brake unit by comparing with a second value. The hoisting machine brake control unit
A brake drive determination unit that determines whether the brake unit needs to be operated based on the first value and the second value in order for the car to operate at a desired speed pattern;
A first generator for generating a first command to the hoist to realize the speed pattern;
A first control unit that controls the hoist according to the first command;
A second generation unit that generates a second command to the brake unit so as to realize the speed pattern when it is determined that the brake unit needs to be operated;
The elevator according to claim 1, further comprising: a second control unit that controls the brake unit in response to the second command. An acceleration detector for detecting the acceleration of the car mounted on the car;
A roller rotation detector that is mounted on the car and detects the rotation of the roller pressed against the rail;
A floor position detection unit that detects an object installed on each floor and detects a floor position of the car;
A load detector that is installed between the car and the end of the rope, and measures the weight of the car;
A drift detector that detects drift of the acceleration detector by the acceleration, the rotation, the floor position, and the weight;
A roller slip detector for detecting slippage of the roller;
A speed detector for detecting the speed of the car;
The elevator according to claim 1, further comprising a position detection unit that detects a position of the car.   The elevator according to claim 3, wherein the load detection unit includes an elastic body, and the load is calculated by measuring a displacement of the elastic body with a displacement sensor. A rotational position detector for detecting the rotational position of the hoisting machine;
The elevator according to any one of claims 1 to 4, further comprising: a force detection unit that detects a force generated by the hoisting machine.   The elevator according to claim 5, wherein the force detection unit includes an elastic body and calculates the force by measuring a displacement of the elastic body using a displacement sensor.   The hoisting machine brake control unit controls the hoisting machine so that the rope is not loosened or excessively tensioned when it is determined that the brake unit is to be operated. The elevator according to item 1. The brake part is
A first brake shoe that moves to sandwich the rail in a direction perpendicular to the rail;
A second brake shoe having a wedge shape that moves up and down relative to the car along the rail;
An actuator that generates a force in the horizontal direction,
The actuator operates in a first direction to press the first brake shoe against the rail, generates a force in a second direction opposite to the first direction, and the second brake shoe is fixed to the car The elevator according to any one of claims 1 to 7, wherein the elevator is in contact with the rail by a guide having a shape.

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