JP2017024880A - Elevator and atmospheric pressure control method for elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevator and an atmospheric pressure control method for an elevator capable of detecting an abnormality in atmospheric control for a car.SOLUTION: An elevator 1 includes a car 120, an atmosphere adjusting mechanism 2, an atmosphere control unit 4, and an atmosphere information detection unit 3. The atmosphere control unit 4 sets a target value pattern which serves as a target value when executing atmosphere control for the car 120, and a permissible value pattern on the basis of the target value pattern, and controls the atmosphere adjusting mechanism 2 on the basis of the target value pattern. The atmosphere control unit 4 determines whether or not atmosphere information detected by the atmosphere information detection unit is within a range of the permissible value pattern.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an elevator and an elevator air pressure control method capable of controlling the air pressure in the car in accordance with the raising and lowering operation of the car.

  In recent years, with the increase in the height of building structures, the lift distance of elevator cars has increased, and the lift speed of the cars has also increased. As the lift distance of the car becomes longer and the lift speed becomes faster, the change in atmospheric pressure in the car also becomes larger. And if the atmospheric pressure in the car changes suddenly, the passenger may be clogged or uncomfortable.

  In order to improve such an inconvenience, for example, there is one described in Patent Document 1. Japanese Patent Application Laid-Open No. 2004-151561 describes a technique including an atmospheric pressure adjusting device that changes the atmospheric pressure in an elevator car stepwise with a predetermined value width in accordance with the raising and lowering of the car.

JP-A-7-112879

  However, in conventional elevators, when a rubber packing provided on a side plate, a ceiling, a door, or the like constituting a car is deteriorated over time or damaged by an external force, the airtight structure of the car is lowered. Further, when the airtight structure of the car is lowered, air leaks from the car and the car does not reach a desired atmospheric pressure. And, since the technology described in Patent Document 1 does not consider anything about the abnormality of the airtight structure of the car that affects the atmospheric pressure control of the car, if an abnormality occurs in the airtight structure of the car, There was also an abnormality in the pressure control for the car.

  In view of the above problems, an object of the present invention is to provide an elevator and an elevator air pressure control method capable of detecting an abnormality in air pressure control for a car.

  In order to solve the above-described problems and achieve the object of the present invention, an elevator according to the present invention includes a car that moves up and down in a hoistway, an atmospheric pressure adjustment mechanism, an atmospheric pressure control unit, and an atmospheric pressure information detection unit. . The atmospheric pressure adjusting mechanism performs a pressurizing operation for supplying air into the car and a depressurizing operation for exhausting air in the car. The atmospheric pressure control unit sets an allowable value pattern based on a target value pattern that serves as a target value when the atmospheric pressure control of the car is performed and the target value pattern, and controls the atmospheric pressure adjustment mechanism based on the target value pattern. The atmospheric pressure information detection unit detects atmospheric pressure information related to atmospheric pressure in the car. The atmospheric pressure control unit determines whether the atmospheric pressure information detected by the atmospheric pressure information detection unit is within the range of the allowable value pattern.

In addition, the elevator air pressure control method of the present invention includes the following steps (1) to (5).
(1) A step in which the atmospheric pressure control unit sets a target value pattern that is a target for performing atmospheric pressure control of the car when the car moves up and down the hoistway.
(2) A step in which the atmospheric pressure control unit sets an allowable value pattern based on the target value pattern.
(3) A step in which the atmospheric pressure control unit controls the atmospheric pressure adjustment mechanism based on the target value pattern.
(4) A step in which the atmospheric pressure information detection unit detects atmospheric pressure information relating to atmospheric pressure in the car when the car moves up and down the hoistway.
(5) A step in which the atmospheric pressure control unit determines whether the atmospheric pressure information detected by the atmospheric pressure information detection unit is within the allowable value pattern range.

  According to the elevator and elevator air pressure control method of the present invention, it is possible to efficiently detect an abnormality in the air pressure control of the car.

It is explanatory drawing which shows typically the elevator concerning the 1st Example of this invention. 1 is a schematic configuration diagram showing an elevator car according to a first embodiment of the present invention. It is a block diagram which shows the control system of the elevator concerning the 1st Example of this invention. It is a flowchart which shows the process at the time of producing | generating the tolerance value pattern in the elevator concerning the 1st Example of this invention. It is explanatory drawing which shows the speed pattern of the cage | basket | car in the elevator concerning the 1st Example of this invention. It is explanatory drawing which shows the stroke pattern in the elevator concerning the 1st Example of this invention. It is explanatory drawing which shows the state of the atmospheric pressure at the time of the descent | fall operation | movement in the elevator concerning the 1st Example of this invention. It is explanatory drawing which shows the state of the atmospheric pressure at the time of the raise operation | movement in the elevator concerning the 1st Example of this invention. It is a flowchart which shows the atmospheric | air pressure control at the time of the raising / lowering operation | movement of the elevator car in the elevator concerning the 1st Example of this invention. It is a flowchart which shows the abnormality determination process in the elevator concerning the 1st Example of this invention. It is explanatory drawing which shows the result of the abnormality determination in the elevator concerning the 1st Example of this invention. It is a flowchart which shows the process at the time of producing | generating the tolerance value pattern in the elevator concerning the 2nd Example of this invention. It is explanatory drawing which shows the atmospheric | air pressure difference pattern of the elevator concerning the 2nd Example of this invention.

  Hereinafter, an elevator and an elevator air pressure control method according to an embodiment of the present invention will be described with reference to FIGS. In addition, the same code | symbol is attached | subjected to the common member in each figure.

1. First embodiment example 1-1. First, a configuration of an elevator according to a first embodiment of the present invention (hereinafter referred to as “this example”) will be described with reference to FIG.
FIG. 1 is a schematic configuration diagram illustrating a configuration example of an elevator according to the present example.

  As shown in FIG. 1, an elevator 1 according to the present invention includes a hoistway 110 formed in a building structure, a passenger car 120 on which people and luggage are placed, a rope 130, a counterweight 140, and a hoisting machine. 100. The hoistway 110 is formed in a building structure, and a machine room 160 is provided on the top thereof.

  The hoisting machine 100 is disposed in the machine room 160 and raises and lowers the car 120 by winding a rope 130. Further, in the vicinity of the hoisting machine 100, a warping wheel 150 on which the rope 130 is mounted is provided.

  The car 120 is formed in a hollow, substantially rectangular parallelepiped shape. The car 120 is connected to the counterweight 140 via the rope 130 and moves up and down in the hoistway 110.

Next, the configuration of the car 120 will be described with reference to FIG.
FIG. 2 is a perspective view showing the car 120.

  As shown in FIG. 2, the car 120 is formed in a hollow rectangular parallelepiped shape. The car 120 includes a car floor 121, a ceiling 122, three first side plates 123, a second side plate 124, and a car side door 126. The car floor 121, the ceiling 122, the three first side plates 123, the second side plate 124, and the car side door 126 constitute a car room.

  The car floor 121 is formed in a rectangular shape and serves as a floor surface of the car room. The ceiling 122 is formed in a rectangular shape like the car floor 121. The ceiling 122 faces the car floor 121 in the vertical direction, and is arranged at the upper part of the car room in the vertical direction.

  The first side plate 123 and the second side plate 124 are erected vertically to the car floor 121 around the car floor 121. The second side plate 124 is disposed on the entrance / exit side of the hoistway 110 shown in FIG. The second side plate 124 is provided with an opening 124a. A car side door 126 is provided in the opening 124a so as to be openable and closable.

  In addition, the car 120 has an airtight structure in order to suitably perform atmospheric pressure control described later. The airtight structure of the car 120 includes, for example, a rubber packing or a seal material between the car floor 121, the ceiling 122, the three first side plates 123, the second side plate 124, and the car side door 126, respectively. It is configured by providing a sealing body. Thereby, when the car side door 126 is closed, the inside of the car 120 is hermetically sealed.

  The car 120 is provided with an atmospheric pressure adjustment mechanism 2, an atmospheric pressure information detection unit 3, and an atmospheric pressure control unit 4. The atmospheric pressure adjusting mechanism 2 is disposed on the upper surface of the ceiling 122 of the car 120. The air pressure adjusting mechanism 2 is a blower, and exhausts the air in the car 120 to the outside through the pipe 2a or supplies air to the car 120 through the pipe 2a. The atmospheric pressure adjusting mechanism 2 performs an operation of depressurizing the inside of the car 120 and an operation of pressurizing the inside of the car 120.

  In this example, the example in which the atmospheric pressure adjusting mechanism 2 is configured by one air blowing unit that performs the pressure reducing operation and the pressure applying operation in the car 120 has been described, but the present invention is not limited to this. For example, the air pressure adjusting mechanism may be configured by a plurality of air blowing units including a pressure blowing air unit that pressurizes the inside of the car 120 and a pressure reducing air blowing unit that decompresses the inside of the car 120.

  The atmospheric pressure information detection unit 3 detects atmospheric pressure information in the car 120. In the elevator 1 of this example, the atmospheric pressure information detected by the atmospheric pressure information detection unit 3 is the atmospheric pressure in the car 120. The atmospheric pressure information of the car 120 detected by the atmospheric pressure information detection unit 3 is transmitted to the atmospheric pressure control unit 4.

  In this example, the atmospheric pressure information detected by the atmospheric pressure information detection unit 3 has been described as the atmospheric pressure in the car 120, but is not limited thereto. The atmospheric pressure information detection unit 3 may detect differential pressure information that is the difference between the atmospheric pressure inside the car 120 and the atmospheric pressure outside the car 120.

  In this example, the example in which the atmospheric pressure control unit 4 is provided in the car 120 has been described. However, the present invention is not limited to this, and the atmospheric pressure control unit 4 is provided outside the car 120 and can be provided via a wireless or wired network. You may make it connect to the adjustment mechanism 2 and the atmospheric | air pressure information detection part 3. FIG.

Next, the configuration of the control system of the atmospheric pressure control unit in the elevator 1 of this example will be described with reference to FIG.
FIG. 3 is a block diagram showing a control system of the atmospheric pressure control unit.

  As shown in FIG. 3, the atmospheric pressure control unit 4 includes a control unit 11, a target value pattern generation unit 12, a storage unit 13, an abnormality detection unit 14, and an output unit 15. The control unit 11 is connected to the target value pattern generation unit 12, the storage unit 13, the abnormality detection unit 14, and the output unit 15, and controls each unit. The control unit 11 is connected to the atmospheric pressure adjustment mechanism 2 and the atmospheric pressure information detection unit 3. Then, the control unit 11 controls the driving of the atmospheric pressure adjustment mechanism 2.

  The control unit 11 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory) for storing programs executed by the CPU, various data, and the like, and a RAM (Random Access) used as a work area of the CPU. Memory).

  The target value pattern generation unit 12 generates a target value pattern indicating a target value for atmospheric pressure control for the car 120 when the car 120 moves up and down. Then, the target value pattern generation unit 12 outputs the generated target value pattern to the control unit 11. The controller 11 controls the driving of the atmospheric pressure adjustment mechanism 2 based on the output target value pattern.

  A method for generating the target value pattern will be described later.

  The storage unit 13 stores, for example, programs for controlling each unit such as a target value generation program used in the target value pattern generation unit 12 and an abnormality determination program used in an abnormality detection unit 14 described later. The storage unit 13 transmits the stored program to the control unit 11. The control unit 11 transmits the received program to each corresponding unit.

  The abnormality detection unit 14 includes an allowable value pattern generation unit 21, an allowable value storage unit 22, an allowable value comparison determination unit 23, and an abnormality occurrence determination unit 24.

  The allowable value pattern generation unit 21 generates an allowable value pattern based on the target value pattern generated by the target value pattern generation unit 12. A method for generating the allowable value pattern will be described later.

  The allowable value pattern generation unit 21 transmits the generated allowable value pattern to the allowable value storage unit 22. In the tolerance storage unit 22, the tolerance pattern generated by the tolerance pattern generator 21 is stored. Further, the allowable value pattern stored in the allowable value storage unit 22 is extracted by the allowable value comparison / determination unit 23.

  The allowable value comparison / determination unit 23 compares the atmospheric pressure information detected by the atmospheric pressure information detection unit 3 with the extracted allowable value pattern, and detects whether or not an abnormality has occurred. The allowable value comparison determination unit 23 transmits the detection result to the abnormality occurrence determination unit 24.

  The abnormality occurrence determination unit 24 determines an abnormality in the airtight state of the car 120 based on the received detection result of the allowable value comparison determination unit 23. A method for determining abnormality in the airtight state of the car 120 by the abnormality occurrence determination unit 24 will be described later. Then, the abnormality occurrence determination unit 24 transmits the determined result to the output unit 15.

  The output unit 15 outputs the determination result of the abnormality occurrence determination unit 24 to the outside of the monitoring center or the like and transmits it to the control unit 11. Further, the control unit 11 controls driving of the atmospheric pressure adjustment mechanism 2 based on the determination result of the abnormality occurrence determination unit 24 output from the output unit 15.

1-2. Example of Method for Generating Allowable Value Pattern Next, an example of a method for generating the allowable value pattern in the elevator 1 having the above-described configuration will be described with reference to FIGS.
FIG. 4 is a flowchart showing a method for generating an allowable value pattern. FIG. 5 is an explanatory diagram showing a speed pattern during the raising / lowering operation of the car, and FIG. 6 is an explanatory diagram showing a process pattern during the raising / lowering operation of the car. FIG. 7 is an explanatory diagram showing the relationship between time and atmospheric pressure during the lowering operation of the car. FIG. 8 is an explanatory diagram showing the relationship between time and atmospheric pressure during the raising operation of the car.

  As shown in FIG. 4, first, the control unit 11 of the atmospheric pressure control unit 4 generates a speed pattern 201 indicating the relationship between time and speed in the car 120 based on the specifications of the elevator 1 (step S1). As shown in the speed pattern 201 of FIG. 5, the raising and lowering operation of the car 120 is performed by three speed control patterns of an acceleration period, a constant speed period where the speed is constant, and a deceleration period. In other words, the car 120 is accelerated for a predetermined time when the raising / lowering operation is started, and is moved up and down at a constant speed for a predetermined time when accelerated to a predetermined speed. When the car 120 approaches the target floor, the car 120 decelerates and stops at the target floor.

  Next, the control unit 11 generates an S-shaped stroke pattern 202 based on the speed pattern 201 (step S2). Specifically, the control unit 11 sets the travel of the car 120 as a time integral of the speed in the speed pattern 201 generated in the process of step S1. This S-shaped stroke pattern 202 shows how the stroke (lifting distance) of the car 120 changes with the raising and lowering movement of the car 120, that is, the relationship between time and the stroke of the car 120. Yes.

  As shown in FIG. 7, when the car 120 is lowered, the atmospheric pressure pattern 302 (hereinafter referred to as “external atmospheric pressure pattern”) 302 outside the car 120 rises in an S shape like the S-shaped stroke pattern 202. To do. Further, as shown in FIG. 8, when the car 120 moves upward, the external atmospheric pressure pattern 402 of the car 120 decreases in an S shape.

  Next, as shown in FIG. 6, the control unit 11 connects the start point and the end point of the S-shaped stroke pattern 202 (from the time when the elevator car 120 is lifted up to the time when it is stopped) with a straight line. 203 (referred to as “straight line pattern”) is generated (step S3). The linear stroke pattern 203 corresponds to a value obtained by dividing the lifting distance from the start point to the stop point of the elevator car 120 by the lift time.

  Next, the target value pattern generation unit 12 generates a target stroke pattern 204 based on the S-shaped stroke pattern 202 and the linear stroke pattern 203 (step S4). The target value pattern generation unit 12 generates a target stroke pattern 204 in an area between the S-shaped stroke pattern 202 and the linear stroke pattern 203.

  In the target stroke pattern 204 of this example, in the region between the S-shaped stroke pattern 202 and the straight stroke pattern 203, a period in which the stroke is greatly changed and a period in which the stroke is changed are alternately repeated, and the target stroke pattern 204 changes stepwise. Yes.

  Further, the target value pattern generation unit 12 converts the stroke of the target stroke pattern 204 into atmospheric pressure, and generates target atmospheric pressure patterns 304 and 404 shown in FIGS. 7 and 8. The target atmospheric pressure patterns 304 and 404 indicate the relationship between the time and the atmospheric pressure obtained from the stroke of the target stroke pattern 204, that is, the relationship between the time and the atmospheric pressure inside the target car 120. Then, the control unit 11 controls the driving of the atmospheric pressure adjustment mechanism 2 based on the target atmospheric pressure patterns 304 and 404.

  As shown in FIG. 7, when the car 120 moves downward, the target atmospheric pressure pattern 304 changes stepwise similarly to the target stroke pattern 204. Further, as shown in FIG. 8, even when the car 120 moves up, the target atmospheric pressure pattern 404 changes stepwise. By changing the atmospheric pressure in the car 120 stepwise, it is possible to make the passenger recognize an appropriate pressure change. As a result, the passenger can be swallowed, and ear clogging and discomfort can be eliminated at an early stage.

  Next, the allowable value pattern generation unit 21 generates the allowable value patterns 305 and 405 based on the target atmospheric pressure patterns 304 and 404 indicating an example of the target value pattern (step S5). The tolerance value patterns 305 and 405 are used to detect an abnormality in the airtight structure of the car 120. The allowable value patterns 305 and 405 are set in consideration of an allowable error when performing atmospheric pressure control on the car 120.

  As shown in FIGS. 7 and 8, the allowable value patterns 305 and 405 include upper limit allowable value patterns 305A and 405A that define an upper limit value, and lower limit allowable value patterns 305B and 405B that specify a lower limit value.

  The upper limit value is, for example, 1.1 times the target values of the target atmospheric pressure patterns 304 and 404. The lower limit value is, for example, 0.9 times the respective target values of the target atmospheric pressure patterns 304 and 404. The upper limit value and the lower limit value of the allowable value patterns 305 and 504 are not limited to those described above, and are appropriately set according to the accuracy of pressure control required for the elevator 1 and the car 120. Is.

  Furthermore, in this example, the range of the allowable value pattern 305 when the car 120 is lowered and the range of the allowable value pattern 405 when the car 120 is raised are set to be the same. However, the present invention is not limited to this. It is not something. The range of the allowable value pattern 305 during the descending operation and the range of the allowable value pattern 405 during the upward operation may be set differently. Further, the absolute value of the difference between the upper limit allowable value patterns 305A and 405A with respect to the target atmospheric pressure patterns 304 and 404 and the absolute value of the difference between the lower limit allowable value patterns 305B and 405B with respect to the target atmospheric pressure patterns 304 and 404 may be set to different values. Good.

  Then, the allowable value patterns 305 and 405 generated in the process of step S6 are stored in the allowable value storage unit 22. Thereby, generation | occurrence | production of the allowable value pattern by the atmospheric | air pressure control part 4 is completed.

  In addition, although the example which changes the atmospheric | air pressure in the passenger car 120 in steps was demonstrated in this example, it is not limited to this. The atmospheric pressure control in the car 120 is variously set according to the specifications of the elevator 1, that is, the airtightness of the car 120 and the lifting speed of the car 120. For example, the atmospheric pressure in the car 120 may be gradually changed by a substantially constant change amount. In this case, the target value pattern generation unit 12 sets the straight line stroke pattern 203 as the target value pattern.

1-3. Next, an abnormality detection operation in the elevator 1 having the above-described configuration will be described with reference to FIGS. 9 to 11.
FIG. 9 is a flowchart showing the atmospheric pressure control during the raising / lowering operation of the car.

  As shown in FIG. 9, when the hoisting machine 100 of the elevator 1 is first driven, the car 120 is lowered or raised (step S11). Next, the atmospheric pressure control unit 4 drives the atmospheric pressure adjusting mechanism 2 to start the atmospheric pressure control in the car 120 (step S12). Specifically, the atmospheric pressure control unit 4 controls the driving of the atmospheric pressure adjustment mechanism 2 so that the atmospheric pressure in the car 120 becomes the target value of the target atmospheric pressure patterns 304 and 404 generated in advance.

  As shown in FIG. 7, until the time t <b> 0 when the atmospheric pressure inside the car 120 and the atmospheric pressure outside the car 120 become equal after the start of the lowering operation of the car 120, the air pressure control unit 4 is operated by the air pressure adjusting mechanism. 2 is pressurized and air is sent into the car 120. Thereby, the atmospheric pressure in the car 120 is in a positive pressure state that is higher than the external atmospheric pressure.

  Further, from time t0 until the descending operation of the car 120 stops, the atmospheric pressure control unit 4 causes the atmospheric pressure adjusting mechanism 2 to perform a depressurization operation to exhaust the air in the car 120 to the outside. As a result, the atmospheric pressure in the car 120 is in a negative pressure state that is lower than the external atmospheric pressure.

  Further, as shown in FIG. 8, until the time when the pressure inside the car 120 and the pressure outside the car 120 become equal after the start of the raising operation of the car 120, the pressure control unit 4 The adjustment mechanism 2 is depressurized to exhaust the air in the car 120 to the outside. Therefore, the atmospheric pressure in the car 120 is in a negative pressure state that is lower than the external atmospheric pressure.

  Furthermore, from time t0 until the ascending operation of the car 120 stops, the atmospheric pressure control unit 4 pressurizes the atmospheric pressure adjusting mechanism 2 to send air into the car 120. Therefore, the atmospheric pressure in the car 120 is in a positive pressure state that is higher than the external atmospheric pressure.

  The section in which the pressure adjusting mechanism 2 shown in FIGS. 7 and 8 performs the pressurizing operation is referred to as a pressurizing section, and the section in which the pressure adjusting mechanism 2 performs the depressurizing operation is referred to as a depressurizing section.

  During the process of step S12, the atmospheric pressure information detection unit 3 detects atmospheric pressure information in the car 120. Then, the atmospheric pressure information detection unit 3 transmits the detected atmospheric pressure information to the atmospheric pressure control unit 4. Then, the atmospheric pressure control unit 4 compares the atmospheric pressure information and the target value, and controls the driving of the atmospheric pressure adjusting mechanism 2 so that the atmospheric pressure in the car 120 approaches the target value. Thus, by performing feedback control using the atmospheric pressure information detected by the atmospheric pressure information detection unit 3, the atmospheric pressure in the car 120 can be brought closer to the target value, and the environment in the car 120 is more suitable. Can be.

  Next, the atmospheric pressure control unit 4 determines whether or not the tolerance comparison determination unit 23 has detected an abnormality (step S13). That is, the tolerance value comparison / determination unit 23 compares the information detected by the atmospheric pressure information detection unit 3 with the tolerance value patterns 305 and 405 stored in advance in the tolerance value storage unit 22.

  Then, the allowable value comparison / determination unit 23 determines whether or not the value of the atmospheric pressure information, that is, the atmospheric pressure in the car 120 is out of the range of the allowable value patterns 305 and 405. Here, the range of the allowable value patterns 305 and 405 is a range surrounded by the upper limit allowable value patterns 305A and 405A and the lower limit allowable value patterns 305B and 405B shown in FIGS.

  When the allowable value comparison determination unit 23 determines that the atmospheric pressure information detected by the atmospheric pressure information detection unit 3 has deviated from the range of the allowable value patterns 305 and 405 for a predetermined time, the allowable value comparison determination unit 23 has detected an abnormality. judge. Thereby, temporary abnormalities, such as a case where an airtight structure falls temporarily when a passenger pushes car side door 126, side plates 123, 124, etc., can be eliminated.

  Note that the abnormality detection criterion by the tolerance comparison / determination unit 23 is not limited to time, and when the atmospheric pressure information deviates from the range of the tolerance value patterns 305 and 405 a predetermined number of times, the tolerance value comparison / determination unit 23 It may be determined that an abnormality has been detected.

  Next, in the process of step S13, when the atmospheric pressure control unit 4 determines that the allowable value comparison determination unit 23 has detected an abnormality in the car 120 (YSE determination in step S13), the atmospheric pressure control unit 4 uses the atmospheric pressure adjustment mechanism. 2 is stopped, and control of the atmospheric pressure of the car 120 is stopped (step S14). Furthermore, the elevator 1 controls the hoisting machine 100 to decelerate the car 120 (step S15). Even if the atmospheric pressure control of the car 120 by the atmospheric pressure adjusting mechanism 2 and the atmospheric pressure control unit 4 is stopped, by decelerating the car 120, it is possible to reduce the change in atmospheric pressure due to the ascending and descending speed. Giving pleasure can be suppressed.

  When the process of step S15 is completed, the elevator 1 performs a process of step S16 described later.

  In the process of step S13, when the atmospheric pressure control unit 4 determines that the allowable value comparison determination unit 23 has not detected an abnormality in the car 120 (NO determination in step S13), the control unit of the elevator 1 It is determined whether 120 has arrived at the destination floor (step S16).

  In the process of step S16, when the control unit of the elevator 1 determines that the car 120 has not arrived at the destination floor (NO determination of step S16), the process returns to the process of step S13. That is, in this example, it is determined whether or not there is an abnormality in the atmospheric pressure control for the car 120 until the car 120 reaches the destination floor.

  In the process of step S16, when the control unit of the elevator 1 determines that the car 120 has arrived at the destination floor (YES determination in step S16), the atmospheric pressure control unit 4 stops driving the atmospheric pressure adjusting mechanism 2. (Step S17). That is, the atmospheric pressure control for the car 120 is stopped. Then, the raising / lowering operation of the car 120 is stopped, and the car 120 reaches the destination floor (step S18).

  Next, the allowable value comparison determination unit 23 transmits the detection result to the abnormality occurrence determination unit 24 and causes the abnormality occurrence determination unit 24 to store the detection result (step S19). That is, the tolerance value comparison / determination unit 23 transmits to the abnormality occurrence determination unit 24 the detection result of whether or not an abnormality has occurred during one descent or ascent operation of the car 120. Next, the atmospheric pressure control unit 4 performs an atmospheric pressure control abnormality determination process (step S20). And the elevator 1 repeats the process mentioned above whenever the raising / lowering operation | movement of the passenger car 120 is performed.

Next, the atmospheric pressure control abnormality determination process will be described with reference to FIGS. 10 and 11.
FIG. 10 is a flowchart showing the abnormality determination process.

  As shown in FIG. 10, based on the stored detection result, the abnormality occurrence determination unit 24 has detected whether the allowable value comparison determination unit 23 has detected an abnormality twice during the past three lifting / lowering operations in the car 120. It is determined whether or not (step S21).

FIG. 11 is an explanatory diagram showing a result of abnormality determination.
In FIG. 11, “◯” indicates a case where the tolerance comparison / determination unit 23 does not detect an abnormality during the raising / lowering operation of the car 120, that is, a case where the atmospheric pressure control of the car 120 is normally performed. Yes. Further, “×” indicates a case where the allowable value comparison / determination unit 23 detects an abnormality during the raising / lowering operation of the car 120. In the example shown in FIG. 11, the first three raising / lowering operations in the car 120 are the first raising operation, the second lowering operation, and the third raising operation.

  As shown in FIG. In FIG. 1, it can be seen that the atmospheric pressure control of the car 120 was normally performed during the three up-and-down operations. Assumed pattern No. 2, no. 3, no. 5, the allowable value comparison / determination unit 23 has detected an abnormality once during the third lifting operation. This assumed pattern No. 1, No. 2, No. 1 In No. 3 and No. 5, since the abnormality detected during the last three raising / lowering operations of the car 120 is less than two times, the abnormality occurrence determination unit 24 determines that the airtight structure of the car 120 is normal.

  The assumed pattern No. 2, no. 3, when the allowable value comparison / determination unit 23 detects an abnormality during the up-and-down operation of the next car 120, that is, the fourth up-and-down operation, the abnormality detected during the last three up-and-down operations is twice. Become. Therefore, the abnormality occurrence determination unit 24 determines that an abnormality has occurred in the airtight structure of the car 120.

  Assumed pattern No. 4, no. In No. 6 and No. 7, the allowable value comparison / determination unit 23 detects an abnormality twice during the previous three lifting operations. Therefore, the abnormality occurrence determination unit 24 determines that an abnormality has occurred in the airtight structure of the car 120.

  In the assumed pattern N0.7, the allowable value comparison / determination unit 23 detects an abnormality continuously during the first and second lifting / lowering operations. In this case, the abnormality occurrence determination unit 24 determines that an abnormality has occurred in the airtight structure of the car 120 before acquiring the detection result of the third lifting operation.

  Therefore, as shown in FIG. 10, in the process of step S21, when the abnormality occurrence determination unit 24 determines that the tolerance comparison determination unit 23 has detected an abnormality twice during the past three lifting operations (step S21). YES determination), the abnormality occurrence determination unit 24 outputs the abnormality determination to the output unit 15 (step S22). Then, the output unit 15 transmits to the control unit 11 that an abnormality has occurred in the airtight structure of the car 120, and transmits a maintenance command to the monitoring center.

  Thereby, the abnormality of the atmospheric | air pressure control with respect to the passenger car 120 can be detected efficiently. Furthermore, it is possible to notify the outside of the monitoring center or the like that an abnormality has occurred in the airtight structure of the car 120, and maintenance and inspection of the elevator 1 can be performed at an early stage. Then, it is possible to quickly eliminate the abnormality in the atmospheric pressure control for the car 120.

  In the process of step S21, when the abnormality occurrence determination unit 24 determines that the abnormality detected by the allowable value comparison determination unit 23 is less than two times during the past three lifting operations (NO determination of step S21). The abnormality occurrence determination unit 24 outputs to the output unit 15 that the current state of the car 120 is normal (step 23). Thereby, the atmospheric pressure control abnormality determination process ends.

  In addition, when the output unit 15 outputs that an abnormality has occurred in the airtight structure in the car 120, it may be considered that an abnormality has occurred in the atmospheric pressure adjustment mechanism 2 and the atmospheric pressure control unit 4. Therefore, in the next raising / lowering operation (fourth) of the car 120, it is preferable to stop the atmospheric pressure control on the car 120 by the atmospheric pressure adjusting mechanism 2 and the atmospheric pressure control unit 4 and to reduce the speed of the raising / lowering operation of the car 120. . Thereby, the atmospheric | air pressure change accompanying a raising / lowering speed can be made small, and it can suppress giving a passenger an ear clogging and discomfort.

  Further, the assumed pattern No. shown in FIG. No. 6 is an abnormality detected during the ascending operation that is the first and third lifting operations, and no abnormality is detected during the descending operation that is the second lifting operation. Therefore, only during the raising operation of the car 120, the atmospheric pressure control for the car 120 by the atmospheric pressure adjusting mechanism 2 and the atmospheric pressure control unit 4 may be stopped, and the speed of the raising / lowering operation of the car 120 may be reduced. During the lowering operation of the car 120, the car 120 may be lowered at a normal speed, and the atmospheric pressure control on the car 120 by the atmospheric pressure adjusting mechanism 2 and the atmospheric pressure control unit 4 may be performed.

  By performing the abnormality determination process as described above, it is possible to eliminate a temporary abnormality when the airtight structure is temporarily lowered when the passenger pushes the car-side door 126, the side plates 123, 124, or the like. Thereby, the abnormality of the airtight structure of the car 120 can be detected with accuracy, and the car 120 can be inspected and maintained at an appropriate timing.

  The abnormality occurrence determination unit 24 may determine in which section of the pressurization section or the decompression section during the raising / lowering operation of the car 120 whether the allowable value comparison determination section 23 has detected an abnormality. In this way, by subdividing the section in which the abnormality occurrence determination unit 24 determines whether there is an abnormality, it is possible to make a detailed determination according to the airtight structure of the car 120, and the abnormality of the airtight structure of the car 120 and It is possible to improve the accuracy of the determination of abnormality in the atmospheric pressure control for the car 120.

  Furthermore, the abnormality occurrence determination unit 24 may output information regarding the section where the abnormality has occurred to the outside via the output unit 15. As a result, the cause of the abnormality of the airtight structure of the car 120 and the abnormality of the atmospheric pressure control for the car 120 can be quickly investigated, and the time required for the maintenance inspection and maintenance of the car 120 can be shortened.

  Further, the above-described elevator abnormality detection operation may be performed at all times, or may be performed only in a section in which an abnormality in an airtight structure or an abnormality in atmospheric pressure control is likely to occur in a pressurization section and a decompression section. Furthermore, since the temporary abnormality is excluded by the abnormality occurrence determination unit 24, it is possible not only to always perform the abnormality detection operation regardless of the presence or absence of a passenger, but also to perform the abnormality detection operation at an arbitrary time.

2. Second Embodiment Next, an elevator and an elevator air pressure control method according to a second embodiment of the present invention will be described with reference to FIGS. 12 and 13.
FIG. 12 is a flowchart showing a method for generating an allowable value pattern for an elevator according to the second embodiment. FIG. 13 is an explanatory diagram showing an example of an atmospheric pressure difference pattern when the elevator according to the second embodiment is lowered.

  The elevator according to the second embodiment differs from the elevator 1 according to the first embodiment in that the difference between the atmospheric pressure inside the car 120 and the atmospheric pressure outside the car 120 (hereinafter referred to as “atmospheric pressure”). It is a point which controls the atmospheric pressure in the car 120 by "difference"). Therefore, here, the same reference numerals are given to the parts common to the elevator 1 according to the first embodiment, and the duplicated description is omitted.

  The atmospheric pressure information detection unit of the elevator according to the second embodiment detects an atmospheric pressure difference as atmospheric pressure information. The atmospheric pressure adjustment mechanism controls the driving of the atmospheric pressure adjustment mechanism based on the atmospheric pressure difference.

Next, a method for generating an allowable value pattern for an elevator according to the second embodiment will be described.
As shown in FIG. 12, the process of generating the straight line pattern from step S31 to step S33 is the same as the process of generating the straight line pattern to step S3 of the elevator according to the first embodiment. The description is omitted. Further, the skew stage stroke pattern in the process of step S34 corresponds to the target stroke pattern generated in step S4 in the elevator according to the first embodiment.

  When the process of step S33 ends, the target pattern generation unit generates a stroke difference pattern from the skew stage stroke pattern and the S-shaped stroke pattern (step S35). The process difference pattern is calculated by subtracting the process of the S-shaped process pattern from the skew stage process pattern.

  Next, the target value pattern generation unit converts the stroke difference of the stroke difference pattern generated in the process of step S35 into an atmospheric pressure difference, and generates an atmospheric pressure difference pattern 504 that is the target value pattern shown in FIG. 13 (step S36). ). In order to convert the stroke difference into the atmospheric pressure difference, the atmospheric pressure difference is calculated by multiplying the stroke difference by a predetermined conversion constant.

  The elevator air pressure control unit according to the second embodiment controls the driving of the air pressure adjusting mechanism so that the air pressure difference between the inside and outside of the car 120 becomes the air pressure difference pattern 504. The control using the air pressure difference also changes the air pressure of the car 120 in a stepwise manner as in the raising / lowering operation of the car 120 according to the first embodiment shown in FIGS.

  Next, the allowable value pattern generation unit generates an allowable value pattern 505 shown in FIG. 13 based on the atmospheric pressure difference pattern 504 (step S37). As shown in FIG. 13, the allowable value pattern 505 includes an upper limit allowable value pattern 505A that defines an upper limit value and a lower limit allowable value pattern 505B that defines a lower limit value. Thereby, the generation of the allowable value pattern is completed.

  Then, the elevator allowable value comparison / determination unit according to the second embodiment determines whether or not the atmospheric pressure difference, which is the atmospheric pressure information detected by the atmospheric pressure information detection unit, is out of the range of the allowable value pattern 505.

  Since the other configuration is the same as that of the elevator 1 according to the first embodiment, a description thereof will be omitted. Even with the elevator having such a configuration, it is possible to obtain the same operational effects as those of the elevator according to the above-described first embodiment.

  The present invention is not limited to the embodiment described above and shown in the drawings, and various modifications can be made without departing from the scope of the invention described in the claims.

  For example, a predictor value may be set between the above-described target value and allowable value to generate a predictor pattern. Then, the atmospheric pressure control unit detects that the atmospheric pressure information and value detected by the atmospheric pressure information detection unit is less than the allowable value and exceeds the predictive value as an indication that an abnormality occurs (an abnormal indication), and the monitoring center or the like You may make it output outside. Thereby, before the abnormality of the airtight structure or the abnormality of the atmospheric pressure control occurs, the abnormality sign can be notified to the outside. As a result, it is possible to perform maintenance and inspection and maintenance of the elevator before an abnormality in the airtight structure or an abnormality in air pressure control occurs, which may cause discomfort to passengers due to an abnormality in the airtight structure or an abnormality in air pressure control. Disappear.

  In addition, the predictor value is preferably set in consideration of the deterioration rate of the airtight structure of the car 120 from when the abnormal predictor is notified to the outside until the elevator is inspected and maintained.

  DESCRIPTION OF SYMBOLS 1 ... Elevator, 2 ... Air pressure adjustment mechanism, 3 ... Air pressure information detection part, 4 ... Air pressure control part, 11 ... Control part, 12 ... Target value pattern generation part, 13 ... Memory | storage part, 14 ... Abnormality detection part, 15 ... Output , 21 ... Allowable value pattern generation unit, 22 ... Allowable value storage unit, 23 ... Allowable value comparison / determination unit, 24 ... Abnormality occurrence determination unit, 120 ... Ride car, 110 ... Hoistway 201 ... Speed pattern, 202 ... S-shaped Stroke pattern, 203 ... straight stroke pattern, 204 ... target stroke pattern, 302, 402 ... external atmospheric pressure pattern, 304 ..., 404 target atmospheric pressure pattern (target value pattern), 305, 405, 505 ... allowable value pattern, 305A, 405A, 505A ... Upper limit allowable value pattern, 305B, 405B, 505B ... Lower limit allowable value pattern, 504 ... Pressure difference pattern ( Target value pattern)

Claims (8)

A car that moves up and down in the hoistway,
A pressure adjusting mechanism for performing a pressurizing operation for supplying air into the car and a pressure reducing operation for exhausting air in the car;
A target value pattern serving as a target value when performing pressure control of the car and an allowable value pattern based on the target value pattern, and a pressure control unit that controls the pressure adjustment mechanism based on the target value pattern; ,
An atmospheric pressure information detection unit for detecting atmospheric pressure information related to atmospheric pressure in the car;
With
The atmospheric pressure control unit
An elevator that determines whether or not the atmospheric pressure information detected by the atmospheric pressure information detection unit is within a range of the allowable value pattern. The atmospheric pressure control unit
2. The elevator according to claim 1, wherein the target value is set according to a floor at which the raising / lowering operation of the car is started, a stop floor at which the car stops, and a speed at which the car moves up and down. The atmospheric pressure control unit
An allowable value comparison determination unit that detects the presence or absence of abnormality by comparing the atmospheric pressure information detected by the atmospheric pressure information detection unit and the allowable value pattern;
The elevator according to claim 1, further comprising: an abnormality occurrence determination unit that determines abnormality of the car based on a detection result that is a result of detection by the allowable value comparison determination unit. The elevator according to claim 3, wherein the abnormality occurrence determination unit determines that the car is abnormal when detection results of a predetermined number or more of the detection results of a plurality of times are abnormal. The allowable value comparison determination unit detects the presence / absence of an abnormality every time the car is raised and lowered.
The abnormality occurrence determination unit determines the abnormality of the car based on the detection results at the time of the ascending operation and the descent operation of the car detected by the allowable value comparison / determination unit. Elevator. The allowable value comparison / determination unit detects whether there is an abnormality for each of a pressurization section in which the atmospheric pressure adjustment mechanism performs a pressurization operation and a decompression section in which the atmospheric pressure adjustment mechanism performs a depressurization operation,
The elevator according to claim 3, wherein the abnormality occurrence determination unit determines an abnormality in the car based on the detection result for each of the pressurization section and the decompression section detected by the allowable value comparison determination section. The elevator according to claim 1, wherein the atmospheric pressure information detection unit detects, as the atmospheric pressure information, a pressure difference that is a difference between a pressure inside the car and a pressure outside the car. A step in which the atmospheric pressure control unit sets a target value pattern that is a target when performing atmospheric pressure control of the car when the car moves up and down the hoistway;
A step of setting an allowable value pattern by the atmospheric pressure control unit based on the target value pattern;
The atmospheric pressure control unit controlling the atmospheric pressure adjustment mechanism based on the target value pattern;
A step in which an atmospheric pressure information detection unit detects atmospheric pressure information related to atmospheric pressure in the car when the car moves up and down the hoistway;
The atmospheric pressure control unit determining whether or not the atmospheric pressure information detected by the atmospheric pressure information detection unit is within a range of the allowable value pattern;
An elevator pressure control method including

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