JP6058160B2 - Elevator apparatus and control method thereof - Google Patents

Description

  The present invention relates to a traction type elevator apparatus and a control method thereof.

  In the conventional elevator apparatus, the first resolver for detecting the speed of the drive sheave is provided in the drive sheave, and the second resolver for detecting the speed of the main rope is provided in the speed governor. . The signals from the first and second resolvers are sent to the comparison operation device. The comparison operation device detects slippage between the drive sheave and the main measure by comparing the speed of the drive sheave and the speed of the main rope (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 10-7350

  In general, in an elevator apparatus, a sensor for detecting the speed of a drive sheave is essential for controlling the operation of a car. On the other hand, in the conventional elevator apparatus as described above, since the second resolver is used in addition to the first resolver in order to detect the slip between the drive sheave and the main rope, the cost is low. Get higher.

  The present invention has been made to solve the above-described problems, and an elevator apparatus and a control method therefor that can accurately estimate the slip between the drive sheave and the suspension body with a simple configuration. The purpose is to obtain.

  An elevator apparatus according to the present invention includes a hoisting machine having a driving sheave and a hoisting machine motor that rotates the driving sheave, a suspension wound around the driving sheave, and suspended in a hoistway by the suspension. A car that moves up and down by the driving force of the hoisting machine motor, a counterweight, a rotation detector that generates a signal according to the rotation of the drive sheave, and a slip estimation device that estimates the slip between the drive sheave and the suspension The slip estimation device includes information on unbalanced weight acting on the drive sheave, information on the rotation amount of the drive sheave detected based on a signal from the rotation detector, and driving force generated by the hoisting machine. Between the drive sheave and the suspension, based on the information on the inertial mass of the drive sheave and the device driven in conjunction therewith, and the information on the inertial mass of the suspension and the device operating in conjunction therewith. Slip Estimated to.

  The elevator apparatus according to the present invention includes information on the unbalanced weight acting on the drive sheave, information on the rotation amount of the drive sheave detected based on a signal from the rotation detector, and the driving force generated by the hoisting machine. Slip between the drive sheave and the suspension based on the information, the inertia mass information of the drive sheave and the device driven in conjunction with it, and the inertia mass information of the suspension and the device operating in conjunction with it. Therefore, the slip between the drive sheave and the suspension can be accurately estimated with a simple configuration without using a sensor for detecting the speed of the suspension.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a block diagram which shows the calculation method of the slip ratio in the slip estimation apparatus of FIG. It is a block diagram which shows the calculation method of the slip ratio in the slip estimation apparatus by Embodiment 2 of this invention. It is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention. It is a block diagram which shows the elevator apparatus by Embodiment 4 of this invention. It is a side view which shows an example of the landing position sensor of FIG. It is a graph which shows the speed pattern of the cage | basket | car at the time of the correction | amendment of the fluctuation term by Embodiment 5 of this invention. It is a graph which shows the acceleration pattern corresponding to the speed pattern of FIG. 10 is a flowchart illustrating a variation term correction process according to the fifth embodiment.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a machine room 2 is provided in the upper part of the hoistway 1. In the machine room 2, a hoisting machine 3 is provided. The hoisting machine 3 includes a drive sheave 4, a hoisting machine motor 5 that rotates the driving sheave 4, and a hoisting machine brake 6 that brakes the rotation of the driving sheave 4.

  An electromagnetic brake is used as the hoisting machine brake 6. The electromagnetic brake includes a brake shoe that contacts and separates from a brake wheel (brake drum or brake disc) 7 that rotates integrally with the drive sheave 4, a brake spring that presses the brake shoe against the brake wheel 7, and a brake shoe against the brake spring. And an electromagnetic magnet for pulling the wheel away from the brake wheel 7.

  The hoisting machine 3 is provided with a rotation detector 8 that generates a signal corresponding to the rotation of the drive sheave 4. For example, an encoder or a resolver is used as the rotation detector 8.

  A baffle wheel 9 is provided in the vicinity of the drive sheave 4. A suspension body 10 is wound around the drive sheave 4 and the deflecting wheel 9. As the suspension body 10, a plurality of ropes or a plurality of belts are used.

  A car 11 is connected to the first end of the suspension body 10. A counterweight 12 is connected to the second end of the suspension body 10. The car 11 and the counterweight 12 are suspended in the hoistway 1 by the suspension body 10 and are moved up and down in the hoistway 1 by the driving force of the hoisting machine 3. The rotation of the drive sheave 4 is transmitted to the suspension body 10 by the frictional force between the drive sheave 4 and the suspension body 10.

  In the hoistway 1, a pair of car guide rails (not shown) for guiding the raising and lowering of the car 11 and a pair of counterweight guide rails (not shown) for guiding the raising and lowering of the counterweight 12 are installed. Has been.

  An emergency stop device 13 that holds the car guide rails and stops the car 11 in an emergency manner is mounted on the lower part of the car 11. A connecting portion of the suspension body 10 to the car 11 is provided with a scale device 14 that generates a signal corresponding to the loaded weight in the car 11.

  A speed governor 15 is installed in the upper part of the hoistway 1. The governor 15 is provided with a governor sheave 16 and a rope catch (not shown). A loop-shaped governor rope 17 is wound around the governor sheave 16.

  The governor rope 17 is connected to the operation lever of the safety device 13. The governor rope 17 is wound around a tension wheel 18 installed at the lower part of the hoistway 1. When the car 11 travels, the governor rope 17 circulates and the governor sheave 16 rotates at a rotational speed corresponding to the traveling speed of the car 11.

  The governor 15 is set with a first overspeed level that is higher than the rated speed and a second overspeed level that is higher than the first overspeed level. When the traveling speed of the car 11 reaches the first overspeed level, the governor 15 cuts off the energization to the hoisting machine motor 5 and suddenly stops the car 11 by the hoisting machine brake 6. When the traveling speed of the car 11 reaches the second overspeed level, the speed governor 15 grips the speed governor rope 17 by the rope catch, stops the speed governor rope 17, and sets the emergency stop device 13. Operate.

  At locations corresponding to a plurality of landings on the hoistway 1, detected plates 19 a are respectively installed. The car 11 is equipped with a car-side sensor 19b that detects the plate to be detected 19a. The landing position sensor 19 for detecting whether or not the car 11 is at the landing position has a detected plate 19a and a car side sensor 19b.

  The elevator control device 21 controls the operation of the car 11 by controlling the operation of the hoisting machine 3. Energization of the hoisting machine motor 5 and energization of the hoisting machine brake 6 are controlled by the elevator control device 21. When the car 11 is stopped, the elevator control device 21 operates the hoisting machine brake 6 to keep the car 11 stationary.

  The elevator control device 21 is connected to a slip estimation device 22 that estimates the slip between the drive sheave 4 and the suspension body 10. Signals from the scale device 14, the rotation detector 8 and the hoisting machine motor 5 are input to the slip estimation device 22.

  The slip estimation device 22 detects the loaded weight of the car 11 based on the signal from the scale device 14. Further, the slip estimation device 22 detects the amount of rotation of the drive sheave 4 based on the signal from the rotation detector 8. Further, the slip estimation device 22 detects the driving force output from the hoisting machine motor 5 based on a signal from the hoisting machine motor 5.

  The slip estimation device 22 always estimates and monitors the slip between the drive sheave 4 and the suspension body 10 based on the load weight of the car 11, the rotation amount of the drive sheave 4, and the driving force of the hoisting machine motor 5. To do. Further, the slip estimation device 22 sends information related to slip between the drive sheave 4 and the suspension body 10 to the elevator control device 21.

  The elevator control device 21 stores the information received from the slip estimation device 22 and uses it for controlling the elevator device. That is, the elevator control device 21 stops the operation of the car 11 when it is determined that the slip is abnormal.

  For example, when the slip increases and the total slip amount reaches a set value, the elevator control device 21 moves the car 11 to the nearest floor or a designated floor and stops the operation of the elevator device. Moreover, the elevator control apparatus 21 makes the car 11 perform an emergency stop when the slip amount per set time exceeds a set value (when a sudden slip occurs).

  Each of the elevator control device 21 and the slip estimation device 22 has an independent microcomputer. The function of the slip estimation device 22 can be realized by a calculation process of a microcomputer.

  Next, the slip estimation process performed by the slip estimation device 22 will be described. First, Expression 1 is an equation of motion when the elevator apparatus is driven via a frictional force between the drive sheave 4 and the suspension body 10.

  In Equation 1, J is the inertia mass of the drive sheave 4 and the device that is driven in conjunction with it, and includes the inertia mass of the rotor of the hoist motor 5 in addition to the drive sheave 4. J ′ is the inertial mass of the suspension body 10 and the device operating in conjunction with the suspension body 10. And inertial mass such as balancing lines).

  T is a driving force output by the hoisting machine motor 5. F is a frictional force acting between the drive sheave 4 and the suspension body 10. L is an unbalanced weight acting on the drive sheave 4 and is a differential force between the tension of the suspension body 10 on the car 11 side and the tension of the suspension body 10 on the counterweight 12 side when the car 11 is stopped.

  Here, the tension of the suspension body 10 on the side of the car 11 includes the weight of the suspension body 10 from the drive sheave 4 to the car 11 and the suspension of the car 11 in addition to the weight of the car 11 and the loaded weight in the car 11. The weight of the cables used will be affected. Similarly, the tension of the suspension body 10 on the side of the counterweight 12 is suspended from the weight of the suspension body 10 from the drive sheave 4 to the counterweight 12 and the counterweight 12 in addition to the weight of the counterweight 12. The weight of cables is affected.

  W is the rotational speed of the drive sheave 4, and V is the feed speed of the suspension body 10. A symbol with a dot on W indicates a time derivative of W, and a symbol with a dot on V indicates a time derivative of V.

  Next, when the slip speed is defined by a ratio δ (slip ratio) with respect to the rotational speed of the drive sheave 4, Equation 2 is obtained.

  Thereby, when Expression 1 is converted into Expression, the relational expression shown in Expression 3 is obtained.

  This equation 3 shows the relationship among the inertia masses J and J ′, the rotational speed W of the drive sheave 4, the drive torque T of the hoist motor 5, the unbalance weight L, and the slip rate δ as a differential equation. Then, the slip estimation device 22 according to the first embodiment calculates the slip ratio based on Equation 3.

  In calculating the slip ratio, it is necessary to determine values other than δ in the equation. Of each value, J and J ′ are inertial masses, and therefore can be calculated according to the system configuration. Since W is the rotational speed of the drive sheave 4, it can be calculated based on the signal from the rotation detector 8. Furthermore, since T is the driving force output from the hoisting machine motor 5, it can be calculated by converting the driving current of the hoisting machine motor 5.

  Furthermore, since the unbalance weight L varies depending on the load weight in the car 11, it can be calculated based on a signal from the scale device 14. As described above, since each value other than δ in Equation 3 is obtained from the system configuration and equipment signal of a normal elevator apparatus, a slip rate is calculated based on Equation 3 without adding a new sensor or the like. be able to.

  FIG. 2 is a block diagram showing a method for deriving the slip rate based on Equation 3. FIG. 2 shows a procedure for calculating the slip ratio δ using the relational expression 1 + J / J ′ of the driving torque T, unbalanced weight L, and inertial mass of the hoisting machine motor 5 as inputs.

  In the figure, in the triangular block, the input value is multiplied with the coefficient in the block and output. The 1 / S block represents an integrator that integrates and outputs an input signal. Further, at the joining point of the two paths, each signal to be joined is subjected to addition / subtraction processing. “+” Is shown next to the input signal line, and “−” is shown next to the input signal line.

  Furthermore, the slip ratio δ is signal-branched immediately before output, and a regression path that uses the branched signal as an input to the previous procedure is provided. The input through this regression path cannot be used because the value is not determined before the output value δ is calculated.

  Therefore, in the calculation at the time of mounting, the processing of the entire block diagram is periodically performed, and the slip ratio δ calculated in the previous cycle is used as an input signal passing through the regression path. At that time, since the slip rate δ changes from moment to moment, an error occurs between the slip rate calculated in the previous cycle and the slip rate at the time of calculation, but the output error is reduced by shortening the processing cycle. Can be small.

  In such an elevator apparatus, the unbalance weight information acting on the drive sheave 4, the rotation amount information of the drive sheave 4 detected based on the signal from the rotation detector 8, and the hoisting machine 3 are generated. The driving sheave 4 and the driving sheave 4 on the basis of the information on the inertial mass of the driving sheave 4 and the device that operates in conjunction therewith, and the information on the inertial mass of the device that operates in conjunction with the suspension 10 Since the slip between the suspension body 10 is estimated, the slip between the drive sheave 4 and the suspension body 10 can be accurately estimated with a simple configuration without using a sensor for detecting the speed of the suspension body 10. it can.

  Moreover, since the slip estimation apparatus 22 calculates the unbalance weight which acts on the drive sheave 4 based on the signal from the scale apparatus 14, it can detect an unbalance weight more correctly.

In addition, the scale apparatus 14 is not limited to the type installed in the connection part to the cage | basket | car 11 of the suspension body 10, For example, the type etc. which are provided in the lower part of a cage | basket | cabinet may be sufficient.
In the above example, the slip estimation device 22 is provided separately from the elevator control device 21, but the elevator control device 21 may have the function of the slip estimation device 22.
Further, the slip estimation device 22 may be configured with an analog circuit.

Embodiment 2. FIG.
Next, an elevator apparatus according to Embodiment 2 of the present invention will be described. In the first embodiment, the technique for estimating the slip based on the equation of motion of the elevator apparatus in an arbitrary state has been described. On the other hand, in the second embodiment, the slip estimation accuracy is improved by changing the slip estimation process according to the car position in consideration of the change in the state depending on the vertical position of the car 11. Other configurations are the same as those in the first embodiment.

  Equation 4 shows the equation of motion of the elevator apparatus taking into account the state change due to the car position.

  In Expression 4, a differential force (unbalance weight) between the tension of the suspension body 10 on the car 11 side and the tension of the suspension body 10 on the counterweight 12 side is L ′ + f (X). X is the position of the car 11, and L ′ is a portion corresponding to the loaded weight in the car 11.

  Further, f (X) represents a change in weight due to a change in the length of the suspension body 10 suspended from the drive sheave 4 and the length of cables (power supply wiring, etc.) suspended from the car 11 at the car position. In part, it is determined as a value depending on the car position X.

  Specifically, for example, when considering the tendency that the weight of cables to which a load is applied changes in proportion to the position, the term that changes in proportion to the car position is A × X, and the car position X is 0. F (X) = A × X + B where B is a constant term for correcting the differential force between the tension of the suspension 10 on the car 11 side and the tension of the suspension 10 on the counterweight 12 side. Can be defined by a linear function such as Thereby, the error which arises under the influence of unbalance weight can be eliminated.

  In addition, cables suspended from the car 11 have an influence on the inertial mass because the suspended part becomes longer as the car position rises. Considering this, in the equation of motion, the inertial mass of the device operating in conjunction with the suspension body 10 is defined as L ′ + g (X), and the portion depending on the car position X is defined as g (X).

  This g (X) can also be defined by a linear function as in the case of f (X), for example, since the weight of the cables changes in proportion to the position if specifically determined.

  Further, in this equation of motion, the term of the resistance force is given as ± D (X) in consideration of the influence of the driving resistance force acting when the car 11 is moved up and down. The driving resistance includes a frictional force between the car 11 and the car guide rail, and a frictional force between the counterweight 12 and the counterweight guide rail. The magnitude depends on the car position. Depends on the contact state with the changing guide rail. In other words, the frictional force is affected by the local bending state of the guide rail, the vertical accuracy of the guide rail during installation, and the state of dust and oil adhering to the guide rail. Therefore, the magnitude of the frictional force varies depending on the car position. Therefore, the driving resistance force is given as D (X) in a form depending on the position X.

  Further, since the driving resistance acts in the opposite direction to the driving direction, in the equation of motion, ± D (X) is set in consideration of the reversal of positive and negative depending on the driving direction. Here, since D (X) varies depending on the contact state with the rail, there is a large variation due to individual differences between the elevator apparatuses. Therefore, by determining the change D (X) of the driving resistance force depending on the car position based on the driving force T output when the hoisting machine motor 5 is actually driven, the influence of variation due to individual differences is included. The driving resistance can be determined.

  Specifically, it is conceivable that the driving force T (X) that changes depending on the position is acquired and used based on Expression 5 derived from Expression 4.

  In particular, when traveling at a constant speed, the acceleration / deceleration is ignored, and both the time derivative of V and the time derivative of W can be treated as 0, so the relationship of Equation 6 is substantially established.

  In this equation, ± D (X) is inverted between positive and negative depending on the traveling direction. Therefore, the driving force and the car position relationship Tup (X) when traveling in the upward direction, and the driving force and the car position relationship Tdn when traveling in the downward direction. (X) is obtained as shown in Equation 7.

  Expression 8 is obtained by the difference between the two expressions of Expression 7, and the relation D (X) corresponding to the car position of the driving resistance force can be determined by the arithmetic processing shown in Expression 8.

  Further, f (X) can be determined by performing the arithmetic processing shown in Expression 9 obtained by the sum of both expressions of Expression 7.

  Although f (X) is a characteristic determined by the structure of the elevator device, it is determined not only by eliminating the structural error between the design and the actual system by determining it using the actually measured driving force. The error of the loading weight L ′ in the car 11 detected by the device 14 can also be corrected.

  Note that a slight slip may occur due to a change in the friction state between the drive sheave 4 and the suspension body 10 over time, and the time differentiation of V and W may not be strictly zero. Therefore, when the frictional state is healthy, it is desirable to determine D (X) and f (X) at the initial stage of installing the elevator device, for example, in order to reduce the calculation error of the slip ratio.

  On the other hand, g (X) can be determined by performing the arithmetic processing of Expression 10 that can be derived as a relational expression in which the time derivative of V is not 0 in Expression 5, that is, a relational expression including acceleration / deceleration.

  Here, the slip rate δ is required to determine g (X), but in the same way as the signal processing through the loop path shown in the first embodiment, the processing before the previous cycle is performed periodically. The slip rate δ obtained as a result may be used.

In addition, as an example of f (X) and g (X), a linear function depending on the car position X is given, but each model can be arbitrarily selected according to actual characteristics, and a multi-order function or an exponential function can be selected. It is also possible to approximate with similar tendency characteristics such as, and it is also possible to save a value corresponding to the car position X as a data example and use it at the time of calculation.
Further, the car position X can be grasped as an absolute position by integrating the amount of movement of the car 11 by the rotation detector 8 from a reference position such as a floor stop position.
Furthermore, when there is a slip between the drive sheave 4 and the suspension body 10, a more accurate car position can be grasped by correcting the slip amount to the above integrated value. A method of grasping the slip amount will be described in detail in the fourth embodiment.

  Expression 11 shows a relational expression of the slip ratio δ in consideration of the state change due to the car position determined as described above.

  Further, FIG. 3 shows a block diagram for constantly estimating the slip ratio δ based on Expression 11. The definition and calculation processing of each block in FIG. 3 are the same as those in FIG. 2 shown in the first embodiment, and the output of the slip ratio δ can be obtained by the processing defined by this block.

  In such an elevator apparatus, the slip between the drive sheave 4 and the suspension body 10 can be estimated with higher accuracy by an estimation process that takes into account a state that varies depending on the car position.

Embodiment 3 FIG.
4 is a block diagram showing an elevator apparatus according to Embodiment 3 of the present invention. In the third embodiment, the scale device 14 of the first embodiment is not provided, and a load weight estimator 23 is provided between the hoisting machine motor 5 and the rotation detector 8 and the slip estimation device 22 instead. ing. The loading weight estimator 23 receives signals from the hoisting machine motor 5, the rotation detector 8 and the slip estimation device 22.

  Further, the load weight estimator 23 processes the signal from the rotation detector 8, the driving force signal from the hoisting machine motor 5, and the slip rate output signal from the slip estimating device 22, so that the driving sheave 4 is processed. The unbalance weight is estimated, the load weight in the car 11 is estimated, and a signal of the estimated load weight is output to the slip estimation device 22.

  Specifically, the load weight estimator 23 estimates the unbalance weight from the relational expression shown in Expression 13. Expression 13 is obtained by substituting Expression 12 obtained by differentiating Expression 2 into Expression 1.

  Since the right side of Expression 13 is determined from the inertia masses J and J ′, the driving force T, the speed W of the driving sheave 4 and the slip rate δ, all the values are obtained by input, and these values are used for the driving sheave 4. Such an unbalanced weight L can be obtained.

  In addition, the load weight L ′ can be estimated by performing the calculation shown in the following Expression 14.

  This equation 14 is obtained by using the relationship of equation 2 for the relational equation shown in equation 4 defined in the second embodiment. Further, when assuming a constant speed traveling in which acceleration / deceleration can be ignored, Expression 15 can be derived based on Expression 6, and the load weight can also be estimated by performing the arithmetic processing shown in Expression 15.

  The loaded weight estimator 23 can be configured by a computer independent of the elevator controller 21 and the slip estimator 22. Other configurations are the same as those in the first or second embodiment.

  In such an elevator apparatus, since the load weight estimator 23 is used, even when a sensor for detecting the load state in the car 11 is not used, the slip between the drive sheave and the suspension body can be accurately performed with a simple configuration. Can be estimated.

The function of the load weight estimator 23 may be executed by the computer of the slip estimation device 22.
Further, the load weight estimator 23 may be configured by an analog circuit.

Embodiment 4 FIG.
5 is a block diagram showing an elevator apparatus according to Embodiment 4 of the present invention. In the fourth embodiment, when it is determined that no slip has occurred between the drive sheave 4 and the suspension body 10, the function of the slip estimation device 22 is corrected in that state. However, the estimation result of the slip estimation device 22 cannot be used to determine that no slip has occurred. For this reason, the movement distance of the car 11 is detected based on the position information of the car 11, and the presence or absence of slip is determined by comparing the detection result with the rotation amount of the drive sheave 4.

  Specifically, the moving distance of the car 11 from the time when the car 11 passes through the reference position in the hoistway 1 to the time when the car 11 passes through the same or different reference position, and the amount of rotation of the drive sheave 4 therebetween. Are compared to determine the presence or absence of slippage.

  FIG. 5 shows a configuration in which an existing landing position sensor 19 is used as a reference position detection device for detecting the movement distance of the car 11. For this reason, a signal from the landing position sensor 19 is input to the slip estimation device 22.

  FIG. 6 is a side view showing an example of the landing position sensor 19 of FIG. When such a landing position sensor 19 is used, it can be determined that the car 11 is at the landing position when the car-side sensor 19b detects the detected plate 19a. At this time, since the detected plate 19a has a certain length in the vertical direction, the landing position is not a point but a range corresponding to the length of the detected plate 19a.

  In contrast, when the landing position sensor 19 is used as a reference position detection device, the position at which the car-side sensor 19b starts detecting the detected plate 19a, or the car-side sensor 19b no longer detects the detected plate 19a. The reference position may be used as the reference position.

  Next, a method for determining the presence or absence of slip by comparing the moving distance of the car 11 and the rotation amount of the drive sheave 4 will be described. First, the actual feed amount of the suspension 10 can be determined from the distance between the reference positions that have passed since it can be detected from the movement distance of the car 11. On the other hand, by converting the rotation amount of the drive sheave 4 by the effective diameter of the drive sheave 4, the feed amount of the suspension body 10 when there is no slip can be calculated.

  Therefore, when it can be considered that the distance between the reference positions is equal to the feed amount of the suspension body 10 converted from the rotation amount of the drive sheave 4, it can be determined that no slip has occurred. Further, in this determination processing, considering that a minute slip occurs when the drive sheave 4 is rotated even in a normal friction state, if both values to be compared are within the set range, the two values are regarded as the same. Shall.

  The ratio of the minute slip generated in such a normal friction state varies depending on the type of the suspension body 10. However, most of the cases in the normal friction state are within a range of 4% with respect to the rotation of the drive sheave 4, and thus this range can be used as one criterion. That is, when both values to be compared are within a range of 4%, both values can be regarded as the same.

  Further, by determining the error of the effective diameter of the drive sheave 4 and the detection error of the rotation detector 8 within the set range, unnecessary erroneous determination can be avoided.

  In addition, when it is set as the distance between two different reference positions about the movement distance of the car 11, the movement distance of the car 11 has a specific magnitude | size. On the other hand, when the number of reference positions is one, that is, when the movement distance from when the car 11 passes through the reference position until it passes through the same reference position, the movement distance of the car 11 is ideally 0. It becomes. For example, when the car 11 stops on a certain floor, the up-and-down direction is reversed to leave that floor, and the same reference position on the same detected plate 19a is captured.

  Next, the correction process will be described. If it is determined that no slip has occurred, the amount of slip is considered to be 0 while the car 11 is traveling, and the acceleration of the drive sheave 4 and the acceleration of the suspension body 10 are assumed to be equal, based on the equation of motion of Equation 16. Can be processed.

  By using the relational expression of Expression 16 in Expression 6, the relation shown in Expression 17 can be derived.

  In Expression 17, since neither the speed V nor the slip ratio δ of the suspension body 10 is included, it is not necessary to use the estimated value, and the problem of errors caused by the estimation process can be solved. Therefore, by using Expression 18 derived from Expression 17 instead of Expression 10, g (X) can be determined with higher accuracy, and the slip rate estimation accuracy based on Expression 5 can be improved.

  Even in the configuration in which the load weight estimator 23 of Embodiment 3 estimates the load weight, the load weight estimation accuracy can be improved by using the equation 19 derived from the estimation equation 17 instead of the equation 13. it can.

  Through the above processing, the estimated value by the slip estimation device 22 can be corrected so as to match the actual slip value, and correction corresponding to an unexpected change in the state can be performed. Other configurations are the same as those in the first, second, or third embodiment.

  In such an elevator apparatus, the estimated slip value can be corrected so as to match the actual slip value, so that it can be corrected including unexpected effects, and the slip between the drive sheave 4 and the suspension body 10 can be further improved. It can be estimated with high accuracy.

  In addition, since the slip estimation device 22 determines the movement distance of the car 11 based on at least one reference position provided in the hoistway 1, when correcting the slip estimation value to match the actual slip value, The amount of movement of the car 11 can be determined using a reference position of a lifting device that is generally provided in an elevator.

In the fourth embodiment, it has been confirmed that no slippage has occurred using the landing position sensor 19, but the present invention is not limited to the landing position sensor 19, and the car 11 is a reference in the hoistway 1. For example, a zone sensor for detecting a door opening / closing allowable range or a switch disposed in the hoistway 1 may be used as long as it can be determined that the position has been passed.
In particular, when determining the presence or absence of slipping on the basis of the distance from the detection of the landing position to the departure from the landing position, it can be determined immediately after the start of driving because it is possible to determine that no slip has occurred. There is an advantage that the load weight estimation can be realized.

Embodiment 5. FIG.
Next, an elevator apparatus according to Embodiment 5 of the present invention will be described. In the fifth embodiment, a method for accurately correcting the function of the slip estimation device 22 will be described. In order to accurately estimate the slip ratio δ, the correction target is determined by both the correction at the constant speed running shown in the second embodiment and the correction in a healthy state without slip shown in the fourth embodiment. It is necessary to determine the terms g (X), f (X), and D (X) (hereinafter referred to as variation terms).

  Specifically, as in a general elevator service, the car 11 is operated with an operation pattern as shown in FIGS. 7 and 8 including both an “acceleration section and a deceleration section” and a “constant speed section”. To correct it. 7 and 8 show the magnitudes of the speed and acceleration so that the upward operation of the car 11 becomes positive.

  In the correction of the fluctuation term, Expressions 8 to D (X) and Expressions 9 to f (X) are respectively determined using driving force data Tup (X) and Tdn (X) for a constant speed section for reciprocation. In addition, g (X) can be determined from Equation 18 using the driving force data in the acceleration section or the deceleration section in any of the reciprocal portions.

  FIG. 9 shows a procedure including data acquisition for the correction of the variation term described above. First, in the first procedure, it is confirmed that the car 11 is not loaded (step S1). As a result, it is possible to prevent noise from being added to the acquired data due to the movement of passengers during driving and to improve the characteristic accuracy of the fluctuation terms. Further, if the load weight can be grasped by the scale device 14 or the like, the processing after Step S2 is possible, but the measurement error of the scale device 14 or the like will reduce the estimation accuracy, so it is accurate to check the no load. Desirable to maintain.

  Next, the car 11 is reciprocated to obtain driving force information Tup (X) and Tdn (X) (step S2). Subsequently, it is confirmed that no slip is generated between the drive sheave 4 and the suspension body 10 during the reciprocating operation (step S3). The method for determining the slippage is the same as that in the fourth embodiment. If it can be confirmed that no slip has occurred, D (X) and f (X) are sequentially identified using information on the driving force in a constant speed section (steps S4 and S5). In this process, in particular, when f (X) is determined from Equation 9 using the driving force information acquired in the no-load state, it can be handled as L ″ = 0.

  Next, g (X) is determined from Equation 18 using the driving forces in the acceleration and deceleration sections of the acquired information (step S6). In this case, processing can be performed using only data in either the acceleration section or the deceleration section, but the car position X includes information that is far away by using both the acceleration section and the deceleration section. The dependence characteristic with respect to the position X can be clearly determined.

  Up to this point, the driving resistance force has been treated as a characteristic that depends only on the position X of the car as D (X). However, by considering the dependence characteristic on the speed V as D (X, V), Thus, the estimation accuracy can be further improved. In this case, estimation accuracy can be improved by replacing D (X) with D (X, V) in the estimation formula for estimating slip and weight. The variation term D (X, V) may be a characteristic that linearly depends on the velocity V, or may be treated as a non-linear characteristic.

  In the process of determining D (X, V), driving is performed with operation patterns having different rated speeds, and information on driving force corresponding to each rated speed is acquired. And a fluctuation term can be determined based on each driving force information. Specifically, for example, when D (X, V) is processed as a characteristic that linearly depends on the speed V, first, driving is performed with two driving patterns of rated speeds V1 and V2, and information on driving force in a constant speed section is obtained. To get.

  These two pieces of information are constant values although the speeds are different, but are not affected by the speed change, but are affected by the change in the car position X. Therefore, first, by the same processing as in the second embodiment, the driving resistance force depending on the car position X is D (X, V1) for the rated speed V1, and D (X, V2) for the rated speed V2. Can be determined as Based on these, D (X, V) considering linear dependence on speed can be determined by the following equation.

  In the first embodiment, regarding the operation when the slip occurs between the drive sheave 4 and the suspension body 10, the car 11 is moved to the nearest floor or the designated floor when the slip amount reaches a set value. This indicates that the operation of the car 11 is to be stopped, and that the car 11 is emergency-stopped when the slip amount per set time exceeds a set value (when a sudden slip occurs).

  However, the operation when the slip occurs between the drive sheave 4 and the suspension body 10 in the present invention is not limited to the above, and an emergency stop may be made when the slip amount exceeds the set value, or abrupt. When slipping occurs, the operation may be stopped by moving to the nearest floor. Further, when the slip amount exceeds the set value or when sudden slip occurs, the car 11 is stopped without causing a larger slip by causing the car 11 to stop with a slow deceleration. May be.

  Further, when the car 11 is brought to an emergency stop or operation stop due to slipping, a means for transmitting the state information of the car 11 such as an emergency stop or operation stop to the in-car user may be provided. Thereby, there is an advantage that a sense of security of the user can be obtained. Specific examples of means for transmitting status information include voice announcements, images or lamp displays, and electronic communication with the user's mobile phone.

  In addition, there may be provided means for transmitting the state information of the car 11 to the outside of the car 11 when the car 11 is brought to an emergency stop or operation stop due to slippage. Thereby, for example, a maintenance worker or a maintenance company of the elevator apparatus can quickly grasp that the vehicle is in a state where it cannot be operated due to slipping, and early recovery of the elevator apparatus can be realized. Specific examples of transmission means include voice announcements outside the car 11, display by images or lamps, electronic communication with a mobile phone, electronic communication with an elevator control device, and the like.

  As described above, when electronic communication to a mobile phone or an elevator control device is used, since it is possible to communicate progress information such as, for example, the drive sheave 4 being worn and the amount of slip being gradually increased, the operation of the car 11 Maintenance can be performed before reaching a state where it must be stopped. Thereby, the cage | basket | car 11 can be driven continuously and a user is not inconvenienced by driving stoppage.

In addition, the layout of the whole elevator apparatus is not limited to the layout of FIG. For example, the present invention can be applied to an elevator apparatus of a 2: 1 roping method, an elevator apparatus in which a hoisting machine is installed in a lower part of a hoistway, and the like.
Furthermore, the present invention can be applied to all types of elevator devices such as machine room-less elevators, double deck elevators, and one-shaft multi-car elevators in which a plurality of cars are arranged in a common hoistway.

Claims (14)

A hoisting machine having a driving sheave and a hoisting machine motor that rotates the driving sheave;
A suspension wound around the drive sheave,
The car is suspended in a hoistway by the suspension body, and is raised and lowered by the driving force of the hoist motor, and a counterweight,
A rotation detector that generates a signal according to the rotation of the drive sheave, and a slip estimation device that estimates a slip between the drive sheave and the suspension,
In the slip estimation device, information on the unbalanced weight acting on the drive sheave, information on the amount of rotation of the drive sheave detected based on a signal from the rotation detector, and the hoisting machine are generated. Based on the information on the driving force, the information on the inertial mass of the drive sheave and the device driven in conjunction with the information, and the information on the inertial mass of the device operating in conjunction with the suspension, the drive sheave and the Elevator device that estimates slippage between suspensions. Further comprising a scale device for generating a signal corresponding to the load weight in the car;
The elevator apparatus according to claim 1, wherein the slip estimation device calculates an unbalanced weight acting on the drive sheave based on a signal from the scale device. A load weight estimator for estimating the load weight in the car;
The load weight estimator acts on the drive sheave by processing a signal from the rotation detector, a driving force signal from the hoist motor, and an output signal of the slip rate from the slip estimator. The elevator apparatus according to claim 1, wherein an unbalance weight is estimated, a load weight in the car is further estimated, and a signal of the estimated load weight is output to the slip estimation apparatus.   The elevator apparatus according to any one of claims 1 to 3, wherein the slip estimation device calculates a driving force generated by the hoisting machine from a driving current of the hoisting machine motor. The slip estimation device compares the travel distance of the car and the rotation amount of the drive sheave, and changes the slip estimation processing when the difference between the travel distance and the rotation amount is within a set range. The elevator apparatus according to any one of claims 1 to 4 . The elevator apparatus according to claim 5 , wherein the slip estimation apparatus determines a moving distance of the car based on at least one reference position provided in the hoistway. The elevator apparatus according to any one of claims 1 to 6 , further comprising means for transmitting the state information of the car to the outside. The vehicle according to any one of claims 1 to 7 , further comprising means for transmitting state information of the car to a user in the car when slipping occurs and the car is brought to an emergency stop or operation stop. The elevator apparatus as described. In a state where the slip is emergency stop or shutdown the car is generated, according to any one of up to claims 1 to 8, further comprising means for transmitting the status information of the car to the outside Elevator equipment. A hoisting machine having a driving sheave and a hoisting machine motor that rotates the driving sheave;
A suspension body that is wound around the drive sheave, and an elevator apparatus that is suspended in a hoistway by the suspension body and that is lifted and lowered by the driving force of the hoisting machine motor and a counterweight. A control method,
Information on the unbalanced weight acting on the drive sheave, information on the rotation amount of the drive sheave, information on the driving force generated by the hoisting machine, and information on the drive sheave and the device driven in conjunction therewith Estimating the slip between the drive sheave and the suspension based on the inertia mass information and the inertia mass information of the suspension and the device operating in conjunction therewith, and the drive sheave and the A control method for an elevator apparatus, comprising: stopping the operation of the car when it is determined that the slip between the suspension and the suspension is abnormal. The slip between the drive sheave and the suspension body is increased, and when the total slip amount reaches a set value, the car is moved to the nearest floor or a designated floor, and the operation of the elevator apparatus is stopped. The control method of the elevator apparatus of Claim 10 . The method for controlling an elevator apparatus according to claim 10 , wherein when the slip between the drive sheave and the suspension body increases and the total slip amount reaches a set value, the car is stopped emergencyly. The method for controlling an elevator apparatus according to claim 10 or 11 , wherein when the slip amount per set time exceeds a set value, the car is brought to an emergency stop. The elevator according to any one of claims 10 to 12 , wherein when the amount of slip per set time exceeds a set value, the car is moved to the nearest floor or a designated floor and the operation of the car is stopped. Control method of the device.

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