JP4580749B2 - Elevator system - Google Patents

Description

  The present invention relates to a slidable elevator system using a sheave, and more particularly to an elevator system using a plurality of sheaves.

  A typical elevator system suspends a car and a balance weight on a sheave (drive sheave) with a rope, drives the sheave to rotate with a motor, and moves the car up and down depending on the frictional force between the sheave and the rope. It is supposed to let you.

  The sheave used at this time is usually one (one wheel), and this is generally driven by a motor (electric motor). However, for a plurality of sheaves, for example, two or more sheaves An elevator drive system and an elevator drive control device that have been known are also conventionally known (see, for example, Patent Documents 1 and 2).

  In the case of the former (prior art 1) elevator drive system, the ropes are suspended by two sheaves on the upper left and right sides of the car, and two diverters ), And is connected to two counterweights, and is characterized in that an unbalance of rope load and hoisting torque does not occur even if a speed difference occurs.

On the other hand, in the latter (prior art 2) elevator drive control device, in addition to the main hoisting machine, a sub hoisting machine is provided in the vicinity of the main hoisting machine, the weight part, and the compen- sive rope part, respectively. Is required, the auxiliary hoisting machine is driven to assist the main hoisting machine.
JP-A-6-64863 JP 2002-145544 A

  In the above prior art, the size of the space above the elevator hoistway is not taken into consideration, and there is a problem in space saving (space saving).

  In a machine room-less type elevator system in which a sheave is installed at the top of the hoistway, when the car stops on the top floor, a motor and sheave are installed on the upper part of the car at that position. Therefore, it is necessary to provide a space for that purpose, and it is necessary to secure a space with a margin in the upper part in consideration of the case where the car approaches the top floor at an abnormal speed.

  As a result, in the elevator system according to the prior art, it is necessary to increase the space above the hoistway in the car, and as a result, the height of the building itself where the elevator is installed is also increased. Yes.

  Also, in a machine room type elevator system equipped with a dedicated machine room, downsizing in the height direction is required from the viewpoint of ease of motor sheave installation and maintenance.

  However, in the elevator system having a one-to-one roping configuration according to the prior art, the angle of the arc-shaped portion where the sheave and the rope contact each other becomes closer as the sheave and the pulley on the car are brought to the same height in order to save space. There is a risk that the frictional transmission capacity of the sheave and the rope may be reduced due to insufficient securing.

  Further, in the elevator system according to the prior art having a two-to-one roping configuration, the laying of the rope is complicated, the space consumption due to the rope is increased, and the length of the rope needs to be increased.

  The conventional technology that uses multiple sheaves to increase the frictional transmission capacity of the sheave rope is intended to increase the capacity of the system. This is a two-to-one roping configuration in which weights are connected to both ends, and there is a problem that the rope becomes long. Furthermore, in the configuration of the prior art 1, it is very difficult to adjust the rope length, and it is difficult to cope with the occurrence of rope elongation.

  In the prior art 2, although there are a plurality of drive sheaves, it is normally operated with one main drive sheave, and the drive sheave attached is driven only when the drive force is required. However, there is no disclosure regarding the arrangement of sheaves and the control method of a plurality of sheaves based on the space saving.

  Here, a problem in a machine room-less type elevator system in which a driving device such as a motor is installed in the upper part of the hoistway will be described with reference to FIGS. Hereinafter, the counterweight is referred to as a counterweight.

  First, FIG. 3 is a schematic diagram in the case of one-to-one roping in a prior art elevator system, in which a car 1 and a counterweight 2 are suspended from a drive sheave 4c and a pulley 12 by a rope 3. At this time, the drive sheave 4c is driven by a motor 7c, and electric power is supplied to the motor 4c from a power converter (not shown), whereby the rotation speed is controlled. The sheave 4, the motor 7c, and the pulley 12 are installed in the upper part of the hoistway 11, and the pulley 12 functions as a deflector.

  In the case of such a one-to-one roping configuration, the length of the rope 3 can be shortened compared to the case of an elevator system in which a drive sheave is installed in the lower part of the hoistway 11 and suspended using a pulley or the like. There are features.

  However, in this case, the sheave 4c, the motor 7c, and the pulley 12 need to be installed further above the top of the car at the position where the car 1 is stopped on the top floor, and the car 1 is located on the bottom floor. It is necessary to install the balance weight 2 above the top of the counterweight 2 at the position where it is stopped.

  In addition, considering that the car 1 or the counterweight 2 approaches the top floor at an abnormal speed, the top of the car 1 when stopped on the top floor, or the top of the counterweight 2 and the sheave 4c, motor 7c and the lowermost part of the pulley 12 need to be separated by a predetermined distance or more.

  Therefore, it is necessary to provide a large space above the car 1, but this increases the height of the hoistway 11, which in turn leads to an increase in the height of the building itself. Directly linked to increased costs. Moreover, even if attention is paid to the space created by the height of the building, it is extremely difficult to use it effectively because it is a space above the top floor.

  For this reason, there is a strong desire to make the distance L from the top of the hoistway 11 to the lowest part of either the sheave 4c, the motor 7c, or the pulley 12 as small as possible. In the case of the one-to-one roping configuration, the installation of the sheave 4c and the pulley 12 is sufficient in order to take a sufficient angle of the arcuate portion where the sheave 4c and the rope 3 contact to satisfy the friction transmission capability of the sheave rope. It is necessary to change the height and diameter. In this case, it is inevitable that the distance L between the top of the hoistway 11 and the lowest part of the sheave 4c, the motor 7c, or the pulley 12 is increased.

  Also in machine room type elevator systems, from the viewpoint of easy installation and maintenance of motors and sheaves and elimination of unnecessary space in the building, the height direction, that is, between the top of the machine room and the lowest part of the motor or sheave. However, in the case of the one-to-one roping configuration, it is difficult to reduce the distance in the height direction for the same reason as in the machine room-less type.

  Next, FIG. 4 is a schematic diagram in the case of 2-to-1 roping in the prior art elevator system. In this configuration, the angle of the arcuate portion where the drive sheave 4c and the rope 3 contact can be increased. Therefore, the friction transmission ability of the sheave rope can be increased. Moreover, since this prior art is an under slang type in which two pulleys 12 are provided at the lower part of the car 1 and the rope 3 is stretched over the pulley 12, the top of the hoistway 11 and the sheave 4c or the motor 7c The distance between the lowermost part can be made smaller than in the case of FIG.

  However, in the case of such two-to-one roping, the handling of the rope is complicated and the length of the rope needs to be lengthened. Therefore, the ease of installation and the maintenance are unavoidable.

  An object of the present invention is to provide an elevator system that can save space in the height direction of a space in which an elevator driving device is installed and can simplify the rope laying.

The object is to provide at least a car, a counterweight, a rope connecting the car and a counterweight, a plurality of sheaves, the same number of motors as the sheave for driving the sheave, and the motor. In an elevator system including a power converter to control, the car and the counterweight are hung on the rope in a one-to-one roping configuration, the plurality of sheaves have substantially the same diameter, and the car Installed between the counterweight and the counterweight to drive the rope, and the plurality of motors have substantially the same capacity, and the plurality of motors are installed at substantially the same height to drive the sheave. The motor is divided into a motor controlled by the speed control method and a motor controlled by the torque control method, and is a weight sensor mounted on the car. Compare the weight of the entire car based on the information on the weight of the car to be obtained and the weight of the counterweight, and control the motor that drives the sheave on the lighter side with the speed control method. This can be achieved by controlling the motor for driving by a torque control method .

Therefore, the means, a plurality of motors for driving the sheave, the motor controlled by the speed control system, it is characterized are divided into motor controlled by the torque control system.

Similarly, the means includes means for comparing the weight on the car side and the weight on the counterweight side, the motor driving the sheave on the lighter side is controlled by a speed control system, and the sheave on the heavy side is motor for driving the is characterized by being controlled by the torque control system.

Here, in the means, at least one deflector is used, and at least one sheave of the plurality of sheaves has an angle of an arcuate portion in contact with the rope larger than 90 degrees. In addition, the above-described object can be achieved also by arranging the deflecting wheel.

Similarly, in said means, means for detecting a difference between the rotational speed of the plurality of motors is provided, the command value generation of the power converter, be reflected the difference in rotational speed of said plurality of motors The above object can be achieved.

Further, in the above-mentioned means, each of the plurality of motors is composed of two motors, and each of the plurality of sheaves is driven by the two motors to achieve the above object. Can do.

  According to the present invention, even when the diameter of the sheave is smaller than that of the prior art, the frictional transmission capability between the rope and the sheave can be sufficiently obtained, so that the elevator is installed without increasing the height of the building. And simplification of rope laying can be obtained.

  Hereinafter, an elevator system according to the present invention will be described in detail with reference to embodiments shown in the drawings.

  FIG. 1 shows a first embodiment of an elevator system according to the present invention, which includes a car 1 and a counterweight 2, and a pair of ropes 3 connecting the car 1 and the counterweight 2 is a pair. It is hung on two (two wheels) sheaves 4a and 4b by a one-roping type.

  These sheaves 4a and 4b are rotationally driven by motors 7a and 7b, respectively. These motors 7a and 7b are controlled by the power converted from the power supply 5 by the power converters 6a and 6b. 9 is controlled based on the command values sa and sb output from 9 respectively. Here, the subscript “a” indicates that the part belongs to one system, and the subscript “b” indicates that the part belongs to the other system.

  The control circuit 9 includes at least one speed information among the output current information ia, ib of the power converters 6a, 6b and the speed information obtained from the rotary encoders 8a, 8b attached to the motors 7a, 7b, and the car 1 The calculation processing is executed based on the loading weight information mw of the car 1 obtained from a weight sensor (not shown) mounted on the vehicle, and command values sa and sb for driving the power converters 6a and 6b are output.

  The shafts of the sheaves 4a and 4b are provided with electromagnetic brakes 27a and 27b for holding the car 1 in a stopped state when the car 1 is stopped, and a brake signal br output from the control circuit 9 is provided. Based on the control.

  Next, the friction transmission capability of the sheave rope in such an elevator system will be described with reference to FIG. FIG. 2 is an enlarged view of the sheave portion 10 of FIG. 1, and the angle of the arc-shaped portion where the sheave 4a and the rope 3 are in contact is Θ. In this case, the friction transmission capacity F of the sheave and the rope is It is expressed by a formula.

F ∝ exp (α ・ Θ) ………… (1)
Here, α is a friction coefficient, which is a value determined from the material of the rope 3 and the sheave 4a.

  As is clear from this equation (1), in order to ensure the friction transmission capability F, the angle Θ of the arc-shaped portion may be increased, and conversely, if the angle Θ is small, it causes rope slip. .

  In the first embodiment of FIG. 1, in order to solve the above-mentioned problem, on the premise of a one-to-one roping configuration capable of simplifying the rope laying, two sheaves 4a and 4b are used. An increase in the angle of the arc-shaped portion where the rope and sheave contact is obtained, so that the friction transmission ability F of the sheave rope can be increased.

  Two motors having the same capacity are used for the motors 7a and 7b, and these are installed at substantially the same height. Since the height of the motor is substantially proportional to the capacity, it is possible to avoid a situation in which the height of one of the motors is increased by making the two motors substantially the same capacity. Moreover, the installation at substantially the same height has the effect of shortening the distance between the top of the hoistway or the top of the machine room and the lowest part of the motor or sheave.

  In the first embodiment of FIG. 1, there are two systems of power converters, motors, and sheaves. In one system, the speed information is used to calculate the speed control system (ASR: Auto Speed Regulator). The current control system (ACR: Auto Current Regulator) is calculated, and the other system performs only the current control system based on the calculation result of the speed control system. That is, one system is driven by speed control, and the other system is driven by torque control based on the calculation result of the speed control system.

  Under ideal conditions, both systems can be driven with speed control. However, in reality, a minute speed difference occurs between the two systems due to the parameter error of the apparatus and the error of the detection apparatus, which causes slack and pulling of the rope. In this first embodiment, one system Is driven by speed control, and the other system is driven by torque control, so that slack and pulling of the rope can be prevented. In the case of two or more systems, the same effect can be obtained by driving one system by speed control and driving the remaining systems by torque control.

  Next, the control circuit 9 in the first embodiment of FIG. 1 will be described with reference to FIG. First, the speed command section 13 calculates a speed command value v * based on the elevator speed pattern. Next, the speed information selection unit 14 selects any one of the speed information va and vb input from the rotary encoders 8a and 8b in FIG. The difference between the speed command value v * and the selection value vf is input to the speed control unit (ASR) 15. Therefore, the speed control unit 15 performs a calculation based on the input difference and calculates a torque current command value iq *.

  In this embodiment, since the two systems of motors 7a and 7b are driven simultaneously, it is necessary to distribute this torque current command value iq * for driving each motor, and this distribution is executed by the gain units 16a and 16b. At this time, the gains of the gain units 16a and 16b are set so that the sum is always 1 (the sum is also set to 1 even in the case of a plurality of systems).

  In the embodiment of FIG. 1, when the two power converters, the motor, and the sheave are exactly the same, the gains of the gain units 16a and 16b are both 0.5. Therefore, the gain units 16a and 16b integrate the set gains to calculate torque current command values ia_q * and ib_q * for each system.

  On the other hand, in the coordinate conversion units 18a and 18b, the output current information ia and ib of the power converters 6a and 6b in FIG. 1 are input, and three-phase / two-phase conversion and rotational coordinate conversion are performed, and each of them is d-axis current component. (Field current components) ia_d, ib_d and q-axis current components (torque current components) ia_q, ib_q are separated. Further, the difference between each of the q-axis current components ia_q, ib_q and the torque current command values ia_q *, ib_q * is input to the q-axis current current control systems (ACR) 19a, 19b, and the q-axis component command voltage va_q * , Vb_q * is calculated.

  The d-axis current components ia_d and ib_d are compared with the calculated values ia_d * and ib_d * of the d-axis current command output from the d-axis current command units 20a and 20b, and the difference is compared with the current control system ( ACR) 21a and 21b, where d-axis component command voltages va_d * and vb_d * are calculated.

  The q-axis component command voltages va_q * and vb_q * and the d-axis component command voltages va_d * and vb_d * are input to the coordinate conversion units 22a and 22b, subjected to two-phase / three-phase conversion processing, and the inverter command signal sa. , Sb are output and supplied to the power converters 6a and 6b, respectively.

  Next, a method of selecting the speed information va and vb in the speed information selection unit 14 of FIG. 5 will be described with reference to FIG. Here, FIG. 6 is a diagram showing the relationship between the weight of the car 1 and the counterweight 2 and the force applied from the rope 3 to the surfaces of the drive sheaves 4a and 4b, where M is the car 1 , M is the weight of the counterweight 2, g is the gravitational acceleration, and here it is assumed that M> m.

  At this time, if the weight of the rope 3 is ignored, if the tension acting on the portion between the driving sheave 4a of the rope 3 and the car 1 is T1, T1 = M · g, and similarly the sheave 4b The tension T2 acting on the portion between the counterweights 2 is T2 = m · g. When the tension of the portion between the drive sheave 4a and the drive sheave 4b of the rope 3 is T3, the forces F1 and F2 applied to the surfaces of the sheave 4a and the sheave 4b are as shown in FIG. It can be expressed as a vector sum of tensions.

  At this time, as apparent from FIG. 6, since M> m is assumed, the force F1 applied to the sheave 4a on the car 1 side, which is heavier, is applied to the sheave 4b on the counterweight 2 side. It becomes larger than F2. This means that the sheave 4a on the car 1 side is more difficult to slip because the rope 3 is strongly pressed.

  In this embodiment, using this characteristic, the sheave 4b on the counterweight 2 side that is easy to slide is driven by speed control, and the sheave 4a on the car 1 side that is hard to slip is driven by torque control. Thus, stable elevator driving can be obtained.

  Therefore, in the speed information selection unit 14 of FIG. 5, the weight information mw of the car 1 is input, and the weight of the entire car 1 calculated based on this is known and a counterweight that is known and does not change. Compare the weights of 2 and select the speed information for the lighter one.

  Note that only one of the rotary encoders 8a and 8b in FIG. 1 may be provided in advance, and information obtained therefrom may be used as speed information. In this case, the other motor is driven without a position sensor, and there is an advantage that it can be configured at low cost.

  Further, the gain calculator 17 in FIG. 5 may directly adjust the gain of the torque current command value iq * by using the weight information mw of the car 1, and in this case, in FIG. The gain is calculated so that the torque current command value iq * is allocated in proportion to the force F1 applied to the sheave 4a and the force F2 applied to the sheave 4b.

  Next, a detection method and a coping method when a slip occurs between the rope and the sheave in this embodiment will be described. Here, when slippage occurs between the rope and the sheave, the frictional force becomes extremely small, so that a so-called over-rotation state occurs in which the rotational speed of the sheave becomes larger than the command rotational speed. For this reason, if slip occurs in the sheave of one system, the rotational speeds of the drive sheave 4a and the drive sheave 4b are different.

  Therefore, in the embodiment of FIG. 5, based on the speed information va and vb of each system, the rotational speed of the drive sheaves 4a and 4b is compared by the overspeed / slip detector 23, and the rotational speed difference exceeds a predetermined ratio. For example, if the speed difference exceeds 10%, it is determined that slipping has occurred, and the gain is adjusted by the gain units 16a and 16b to reduce the gain of the system in the over-rotation state. Or the speed command value by the speed command unit 13 is adjusted.

  Thereby, even when slipping occurs and the sheave is in an over-rotation state, it is possible to cope with it satisfactorily. Here, the case of a plurality of systems of two or more systems can be similarly handled by comparing the respective speeds and confirming whether or not the speed difference exceeds a predetermined ratio.

  Next, another coping method according to the embodiment of the present invention when a small speed difference occurs between the two sheaves will be described. Here, if a speed difference occurs, even if it is very small, it may cause slack or pulling of the rope, which may hinder the lifting operation.

  Therefore, in the embodiment of FIG. 5, the speed difference detection / error adjustment value calculation unit 24 calculates the difference between the rotational speeds of the two sheaves as an error amount, and the gains by the gain units 16a and 16b according to the calculated error amount. Is adjusted.

  Therefore, according to this embodiment, since it responds to a minute speed difference and is compensated, it can be easily kept in a state without a speed difference, and the occurrence of slack and pulling of the rope is suppressed. As a result, it is possible to obtain a lifting operation without any trouble.

  At this time, instead of gain adjustment by the gain units 16a and 16b, as shown in FIG. 5, the speed difference detection / error adjustment value calculation unit 24 calculates torque current values Δia_q and Δib_q as error adjustments. The torque current values Δia_q and Δib_q that are the error adjustments may be added to the inputs of the current control systems 19a and 19b for the q-axis current.

  In such a system, a speed difference may occur innately or acquiredly due to a mechanical parameter error. In particular, the parameter error in the latter case does not change rapidly but gradually changes.

  Therefore, for these speed differences, the speed difference is detected by the speed difference detection / error adjustment value calculation unit 24, and the torque current values Δia_q and Δib_q corresponding to the error adjustment are calculated and adjusted, so that stable driving can be easily performed. realizable. In addition, what is necessary is just to respond | correspond similarly in the case of two or more systems.

  Next, the rescue operation when one of the two motors 7a and 7b fails will be described. For example, when the b-system motor 7b fails, first, the gain of the a-system gain unit 16a is set to 1, and the gain of the b-system gain unit 16b is set to 0. Alternatively, in FIG. 1, the b-system power converter 6b is stopped and driven only by the a-system power converter 6a. Furthermore, in order to drive at a low speed for rescue operation, the speed command unit 13 outputs a rescue operation command v *. By applying any of these methods, even if one of the systems breaks down, the rescue operation by the double system becomes possible.

  Next, FIG. 7 shows a second embodiment of the present invention. In the first embodiment described in FIG. 1, the roping method is changed, and the rope 3 is wound once and again between the sheave 4a and the sheave 4b. It is one embodiment when it is made to. Here, description of the power converter portion, the brake portion, and the like is omitted, and only the sheaves 4a and 4b and the motors 7a and 7b are shown.

  In the case of the embodiment of FIG. 7, as shown in the drawing, after the rope 3 in which the car 1 is suspended from one sheave 4a is suspended over the other sheave 4b, it is not directly connected to the counterweight 2. Instead, it is reversed here and returned to the sheave 4a again from the lower side, where it is reversed again and returned to the sheave 4b, and thereafter connected to the counterweight 2.

  As a result, as described above, the rope 3 is bridged between the sheave 4a and the sheave 4b in a state of being reciprocally wound around the sheave 4a and connected between the car 1 and the counterweight 2. Will be.

  In the embodiment of FIG. 1, the angle of the arc-shaped portion where the sheave and the rope are in contact is approximately 90 degrees on the sheave 4a side and approximately 90 degrees on the sheave 4b side, which is 180 degrees in total. In the embodiment of FIG. 7, the angle of the arc-shaped portion where the sheave and the rope are in contact is 90 degrees plus 180 degrees on the sheave 4a side, 180 degrees plus 90 degrees on the sheave 4b side, and a total of 540 degrees. ing.

  Therefore, according to the embodiment of FIG. 7, the contact area between the sheave and the rope is greatly increased, so that the frictional transmission power between the sheaves 4a and 4b and the rope 3 can be increased, and thus the drive sheave can be increased. Even if a sheave having a small diameter is used for 4a and 4b, it is possible to prevent a phenomenon that slip occurs and the sheave slips.

  Therefore, according to the embodiment of FIG. 7, the diameters of the drive sheaves 4a and 4b can be further reduced. Accordingly, by using a motor having a small diameter for the motors 7a and 7b accordingly. The distance L described with reference to FIG. 2 can be further sufficiently reduced.

  Next, FIG. 8 shows a third embodiment of the present invention, which is also a modification of the roping method in the first embodiment described in FIG. Is omitted, and only the sheaves 4a and 4b and the motors 7a and 7b are shown.

  FIG. 8 shows an embodiment in which the deflecting wheel 25 is used so that the angle of the arc-shaped portion where the rope 3 and the sheave 4a contact each other is 90 degrees or more.

  In the case of the embodiment of FIG. 8, since there is a deflecting wheel 25 as shown in the figure, the rope 3 does not hang as it is from one sheave 4a and is connected to the car 1, but in the horizontal direction around the sheave 4a. After that, it goes to the deflecting car 15 where it hangs down again and is connected to the car 1.

  As a result, the rope 3 is brought into a state in which the angle of the arc-shaped portion in contact with the sheave 4a is approximately 180 degrees. Therefore, according to this embodiment, the baffle 15 Although the height direction is slightly longer by this amount, the angle of the arc-shaped portion where the sheave and the rope come into contact with each other can be increased with a very simple configuration, and the frictional transmission power can be increased. It is possible to prevent and suppress the phenomenon that slip occurs between the sheaves and the sheave slips.

  In FIG. 8, the deflecting wheel 25 is provided for the sheave 4a on the car 1 side, but the deflecting wheel may be provided on the sheave 4b on the counterweight 2 side.

  Next, FIG. 9 shows a fourth embodiment of the present invention, which is also a modification of the roping method in the first embodiment described in FIG. Is omitted, and only the sheaves 4a and 4b and the motors 7a and 7b are shown.

  In the embodiment of FIG. 9, the two sheaves 4a and 4b are provided with the deflecting wheels 25 and 26 so that each of the sheaves 4a and 4b contacts the rope 3 at an angle of 90 degrees or more. Yes, compared with the embodiment of FIG. 8, the contact area between the sheave and the rope can be increased by a factor of about 2 although the number of deflecting wheels is increased.

  As a result, the angle of the arc-shaped portion where the sheave and the rope contact increases, and a large frictional transmission capability is obtained. Therefore, a slip occurs between the sheaves 4a and 4b and the rope 3, and the sheave slips. Can be prevented.

  Next, FIG. 10 shows an embodiment of the fifth embodiment of the present invention in which induction motors 28a and 28b are used as the motors 7a and 7b in the first embodiment described in FIG.

  Compared with a synchronous motor of the same capacity as an induction motor, the capacity is slightly larger and the efficiency is slightly reduced, but it is inexpensive and can be easily adjusted even if there is an error in synchronous control. As shown in FIG. 10, the power converter can be shared by a single power converter 6c, and the entire system can be reduced in size and cost. Also, the volume of the induction motor is shared by the two motors in the case of the present embodiment, so that the height dimension can be made smaller than in the case of one synchronous motor. it can.

  In FIG. 10, the operation of the two induction motors 28 a and 28 b is controlled by the power converter 6 c, and the power converter 6 c is controlled based on the command value Sc output from the control circuit 9. As in the case of the embodiment of FIG. 1, the control circuit 9 outputs the output current information ic, at least one of the speed information Va and Vb obtained from the rotary encoders 8 a and 8 b, and the car 1. Calculation is executed based on the loaded weight information mw, and a command value sc for driving the power converter 6c is output. At this time, it goes without saying that the rotary encoder may be operated by being attached to only one of the systems.

  Next, FIG. 11 shows an embodiment of the present invention in the case where one sheave is driven by two induction motors in the sixth embodiment of the present invention. In the embodiment of FIG. This corresponds to a configuration in which two induction motors 28c and 28d are further added to the two induction motors 28a and 28b. In this case as well, four induction motors can be driven in common by one inverter 6c.

  Although not shown in FIG. 11, the electromagnetic brakes required at this time may be provided one for each induction motor, or one in common for the induction motors 28a and 28c, the induction motor 28b. , 28d may be provided in common with two electromagnetic brakes in total. .

  According to the configuration shown in FIG. 11, even when the capacity of the elevator system is increased, the space can be saved in the height direction of the space where the drive device is installed.

  Next, the sheave braking operation in the above embodiment will be described with reference to FIG. Here, FIG. 12 shows the control circuit 9 and the two systems of the brakes 27a and 27b in FIG. 1 in detail.

  Elevator brakes apply braking by pressing the brake pads against the brake drum or brake disc with a spring, and when releasing the brake, the force of the spring is canceled by electromagnetic force and the brake pad is pulled away from the brake drum or brake disc. As a result, the brake is released.

  Therefore, in FIG. 12, when the elevator is driven up and down as the brake signal br, the control circuit 9 turns on the power to supply current to the electromagnetic coil of the brake part, and turns off when the elevator is stopped. Will generate a signal to turn off.

  When there are a plurality of drive systems, for example, two systems as in this embodiment, the two electromagnetic brakes 27a and 27b are simultaneously and simultaneously used to prevent the rope 3 from sagging or pulling when braking. Although control must be performed so that the braking force is exerted, this can be easily realized by connecting the electromagnetic coils of the two brakes 27a and 27b in series as shown in FIG.

  In addition, the brake signal br output from the control circuit 9 is not a signal only for ON / OFF, but a signal for controlling the variable power supply by increasing / decreasing step by step, and adjusting the current flowing through the electromagnetic coil in steps. Slow braking may be realized.

  By the way, in FIG. 12, although it is a case where an electromagnetic coil is connected in series, even if it connects in parallel, it can control so that the brakes 27a and 27b of 2 systems may be exhibited simultaneously and the same braking force.

  In FIG. 12, the variable power source is controlled by the brake signal br, but a single power source and a switch may be used instead of the variable power source. In this case, only ON / OFF control can be performed, but the apparatus configuration can be simplified.

  In the embodiment described above, there are two sheave drive systems. Needless to say, the embodiment of the present invention may include more than two systems.

  As mentioned above, although this invention was demonstrated by some embodiment, it cannot be overemphasized that this invention is not limited to said embodiment, It can implement as various deformation | transformation within the range which does not change the summary.

1 is a block configuration diagram showing a first embodiment of an elevator system according to the present invention. It is explanatory drawing which shows the outline | summary of the sheave part in the 1st Embodiment of this invention. It is a schematic explanatory drawing which shows an example of the prior art of the elevator system by a one-to-one roping type. It is a schematic explanatory drawing which shows an example of the prior art of the elevator system by a 2 to 1 roping type. It is a block diagram of the control circuit in the 1st Embodiment of this invention. It is a schematic diagram for demonstrating the relationship of the force added to the weight of a cage | basket | car and a balance weight, and a sheave surface. It is a block diagram which shows 2nd Embodiment of the elevator system by this invention. It is a block diagram which shows 3rd Embodiment of the elevator system by this invention. It is a block diagram which shows 4th Embodiment of the elevator system by this invention. It is a block diagram which shows 5th Embodiment of the elevator system by this invention. It is a block diagram which shows 6th Embodiment of the elevator system by this invention. It is a mimetic diagram for explaining brake operation in a 1st embodiment of an elevator system by the present invention.

Explanation of symbols

1: Car 2: Balance weight (balance weight)
3: Rope 4a, 4b, 4c: Sheave (drive sheave)
5: Power supply 6a, 6b: Power converter 7a, 7b, 7c: Motor 8a, 8b: Rotary encoder 9: Control circuit 10: Sheave part 11: Hoistway 12: Pulley 13: Speed command part 14: Speed information selection part 15 : Speed control unit (ASR)
16a, 16b: Gain unit 17: Gain calculation unit 18a, 18b: Coordinate conversion unit 19a, 19b: Current control system (ACR) of q-axis current
20a, 20b: d-axis current command unit 21a, 21b: d-axis current current control system (ACR)
22a, 22b: Coordinate conversion unit 23: Over-rotation / slip detection unit 24: Speed difference detection / error adjustment value calculation unit 25, 26: Baffle wheel 27a, 27b: Electromagnetic brake 28a, 28b: Induction motor

Claims (4)

At least the car, the counterweight, the rope connecting the car and the counterweight, a plurality of sheaves, the same number of motors as the sheave for driving the sheave, and power conversion for controlling the motor In an elevator system equipped with a
The car and the counterweight are hung on the rope in a one-to-one roping configuration,
The plurality of sheaves have substantially the same diameter, and are installed between the carriage and the counterweight to drive the rope;
The plurality of motors have substantially the same capacity, and the plurality of motors are installed at substantially the same height ,
The plurality of motors for driving the sheave is divided into a motor controlled by a speed control method and a motor controlled by a torque control method,
The speed control system compares the weight of the entire car based on the weight information of the car obtained from the weight sensor mounted on the car and the weight of the counterweight, and drives the motor on the lighter side sheave. The elevator system is characterized in that the motor that drives the sheave on the heavy side is controlled by a torque control system. The elevator system according to claim 1,
Use at least one deflector,
The elevator system is characterized in that at least one sheave of the plurality of sheaves is arranged with the deflector so that an angle of an arcuate portion in contact with the rope is larger than 90 degrees. . The elevator system according to claim 1 ,
Means for detecting a difference in rotational speed between the plurality of motors;
An elevator system configured to reflect differences in rotational speeds of the plurality of motors in command value generation of the power converter . The elevator system according to claim 1,
Each of the plurality of motors is composed of two motors,
Each of the plurality of sheaves is driven by the two motors .

Images