JP6295166B2 - Elevator apparatus and vibration damping mechanism adjusting method thereof - Google Patents

Description

  The present invention relates to an elevator apparatus provided in a building, and more particularly to an elevator apparatus provided with a vibration suppression mechanism that suppresses vibration during movement of a car and a method for adjusting the vibration suppression mechanism.

  In the elevator apparatus, a car moves up and down the hoistway to convey passengers and luggage. Recently, with the increase in the number of buildings, the traveling speed of the car tends to increase, and the vibration (sway) of the car has become a big problem. One of the causes of the car vibration is a problem in installing the guide rail. When the guide rail is installed, it is mounted in an irregular state in which the guide rail is bent and fixed, so that the car is affected by the irregular mounting and generates vibration. In order to suppress such vibration, the following measures are taken.

  For example, as disclosed in Japanese Patent Application Laid-Open No. 2006-131385 (Patent Document 1), in order to raise and lower the elevator car along the guide rail, the elevator car has three directions with respect to the guide rail. A roller guide mechanism in contact with the roller is installed. A total of four roller guide mechanisms are installed on the left side and the right side of the car frame of the car at the upper part (ceiling side) and the lower part (floor side) with the open / close door as a boundary. The roller guide mechanism presses the guide roller against the guide rail, and adjusts the pressing force by a spring installed on a lever to which the guide roller is attached.

  By adjusting the spring force, vibrations in the longitudinal and lateral directions of the car caused by improper mounting of the guide rails are suppressed. Such a roller guide mechanism controls the pressing force of the two guide rollers provided on both sides of the guide rail with respect to the guide rail with one vibration control actuator to further actively suppress the vibration, thereby tilting the car. It is also known to change the pressing force of the guide roller against the guide rail by detecting vibration acceleration.

  Further, as disclosed in Japanese Patent Application Laid-Open No. 2001-122555 (Patent Document 2), even when a static displacement or a dynamic displacement occurs in the car, the driving force of the vibration damping actuator of the roller guide mechanism works properly. A configuration for obtaining a sufficient vibration reduction effect has been proposed. In other words, the roller guide mechanism is provided with a guide lever and a vibration control actuator moving part fixed to the guide lever, and the vibration control actuator moving part is driven using a magnet and a coil so that the car is vibrating. It is known to reduce vibration by causing a current to flow through a coil to drive a vibration control actuator movable part.

JP 2006-131385 A JP 2001-122555 A

  When the vibration control actuator of the roller guide mechanism is driven to suppress the vibration of the car, there is often a case where adjustment of the control device that controls the vibration control actuator is required at the installation site. In other words, control parameters such as a control gain necessary for a control calculation of a drive signal (= control amount) for driving the vibration damping actuator are generally determined at the design stage. However, if the site condition of the hoistway of the building where the elevator system is actually installed differs significantly from the assumed condition, or if the original site condition has changed due to long-term use, the control calculation of the controller at the installation site It is necessary to readjust control parameters such as the control gain used in the above.

  By the way, as the traveling speed of the car increases as the building height increases, the vibrations in the front-rear direction and the left-right direction that act on the car caused by improper mounting of the guide rail are not only low-order vibration modes. In addition, since it includes higher-order vibration modes, it is necessary to take measures against vibration suppression for a plurality of vibration modes. However, in many cases, these multiple vibration modes interfere with each other, and if one vibration mode is to be suppressed, the other vibration modes are excited in reverse, resulting in a phenomenon that the damping effect is reduced. .

  For example, in the ones described in Patent Document 1 and Patent Document 2, when a vibration control actuator is operated in an attempt to suppress a low-order vibration mode, other high-order vibration modes may be excited in reverse by the operation. There is a limit to the vibration control capacity of an elevator apparatus that has been speeded up.

  In addition, it is also known to estimate the disturbance force due to the wind pressure accompanying the movement of the car from the information of sensors provided in the car, and to adjust the control device based on the estimated disturbance. However, since the wind pressure is applied to the car in one direction and disturbance estimation is easy, there is no problem. However, as described above, it is difficult to estimate the disturbance in the lateral direction caused by improper mounting of the guide rail because the direction of the force and the moment applied to the car is various.

  Therefore, when the vibration mode to be suppressed increases as the traveling speed of the car increases, vibration detection exceeding the number of vibration modes to be suppressed is detected when maintaining or improving the vibration suppression performance. A sensor and a vibration control actuator may be installed. However, in this case, the control calculation performed by the control device of the elevator apparatus is a complicated control calculation having a dimension of the number of sensors × the number of vibration control actuators. For this reason, the adjustment work in the design stage and the field installation stage which has been performed until now becomes difficult, or the problem that adjustment work efficiency falls arises. As a result, there arises a new problem that the period until the installation is completed becomes longer.

  An object of the present invention is to provide an elevator apparatus and a vibration damping mechanism adjusting method thereof that can easily adjust at the installation site and shorten the period until the installation is completed. In the embodiment of the present invention, the roller guide mechanism is used as the vibration damping mechanism. However, the present invention is not limited to this, and various vibration damping mechanisms may be used. is there.

  A feature of the present invention is that the disturbance applied to the car due to improper mounting of the guide rail is estimated from the acceleration acting on the car obtained by raising and lowering the car in advance without operating the vibration damping mechanism, and is estimated. An adjustment amount of at least one control parameter of a control amount for controlling the vibration control actuator of the vibration suppression mechanism unit is calculated based on the disturbance, and the vibration control actuator of the vibration suppression mechanism unit is calculated using the control amount calculated using the adjustment amount The amount of control given to the damping actuator of the damping mechanism by repeatedly calculating the adjustment amount of the control parameter until the acceleration acting on the riding car obtained at this time is less than or equal to the predetermined value. There is a place to calculate.

  According to the present invention, it is possible to easily adjust at the installation site and shorten the period until the installation is completed.

1 is a configuration diagram illustrating a configuration of an elevator apparatus according to a first embodiment of the present invention. It is a block diagram which shows the structure of the roller guide mechanism as a damping mechanism part shown in FIG. It is a block diagram which shows the structure of a control apparatus. It is a control flowchart figure which shows an example of the control calculation performed with a control apparatus. It is a block diagram which shows the structure of the elevator apparatus which becomes 2nd embodiment of this invention. It is a block diagram which shows the structure of the elevator apparatus which becomes 3rd Embodiment of this invention. It is an external appearance perspective view for demonstrating the irregular state of a guide rail.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the following embodiments, and various modifications and application examples are included in the technical concept of the present invention. Is also included in the range.

  The first embodiment of the present invention will be described below. First, an irregular mounting state of the guide rail that generates vibration during the movement of the car will be briefly described with reference to FIG. Here, an irregularity is shown in which the guide rail is mounted in a state of being shifted in the direction of the door side of the car and the opposite side of the car.

  In FIG. 7, the connecting portion C70ab between the unit guide rail 70a and the unit guide rail 70b of the left guide rail 70 is bent toward the door side, and the connecting portion between the unit guide rail 71a and the unit guide rail 71b of the right guide rail 71 is opposed. C71ab shows a state of bending toward the back side opposite to the door. In the case of such improper mounting, when the car passes through this region at a high speed, it becomes easy to excite rotational vibration around the axis in the moving direction of the car.

  Further, a connecting portion C70de between the unit guide rail 70d and the unit guide rail 70e of the left guide rail 70 is bent toward the door side, and a connecting portion C71de between the unit guide rail 71d of the right guide rail 71 and the unit guide rail 71e is also provided. It is bent toward the door side. In the case of such improper mounting, when the car passes through this area at a high speed, the car translates to an axis extending toward the door side of the car and the other side, or the axis around the axis extending toward the guide rail. It becomes easy to excite rotational vibration.

  Therefore, if the mounting irregularities of the guide rails 70 and 71 are grasped and what kind of vibration is likely to be excited is known, it is possible to adjust the vibration damping mechanism better accordingly. In the following description, the direction of the door side and the back side of the car is the front-rear direction or the x direction, the direction of the guide rail perpendicular to this is the left-right direction or the y direction, and the moving direction of the car is The vertical direction or the z direction will be described, and the axis in each direction will be described as the x axis, the y axis, and the z axis.

  The vibrations generated in the car while the car is moving include vibrations in the vertical direction and the horizontal direction (= front-rear direction and left-right direction). The vibration in the vertical direction is mainly caused by improper mounting of the rotating system. Lateral vibration is caused by forced displacement acting on the car due to improper mounting due to bending of the guide rail or steps. Also, in some cases, it may be caused by the balance weight or the wind that passes between adjacent cars acting on the car.

  By the way, as the traveling speed of the car increases, the vibration energy excited by the improper mounting of the guide rail increases, and not only the low-order vibration mode that is a translational motion but also the high-order that is a rotational motion. The vibration mode is excited. There are a total of five types of vibrations: translational motion in the front-rear and left-right directions, and three rotational motions around each axis. Suppress multiple motions (vibration modes) including these combinations. is necessary. Moreover, since the wind received when the counterweight and adjacent cars pass each other increases as the traveling speed increases, it is necessary to consider this as well.

  As the traveling speed of the car is increased as described above, it is necessary to improve the damping action against the vibration generated in the car. Normally, measures such as improving the guide rail installation accuracy and adopting a car shape that reduces the influence of wind are taken, but this alone does not provide sufficient vibration suppression for the car. The vibration must be actively controlled.

  Further, when the number of vibration control actuators of the vibration control mechanism installed is smaller than the number of vibration modes to be suppressed, if the vibration control actuator is operated to suppress one vibration mode, another operation is caused by the operation. An interference phenomenon in which the vibration mode is excited in reverse occurs to limit the vibration suppression capability. The number of vibration control actuators should be equal to or greater than the number of vibration modes to be suppressed.However, as the number of vibration control actuators increases, the control calculations in the control device become more complicated, and the adjustment work of control parameters such as control gain becomes more complicated. It becomes difficult and the subject that sufficient vibration suppression effect is not acquired and the subject that spends a lot of time for adjustment work arise.

  In order to solve such a problem, in this embodiment, from the acceleration obtained by raising and lowering the car in advance without operating the vibration damping mechanism part, the disturbance given to the car due to improper mounting of the guide rail is estimated, Based on the estimated disturbance, an adjustment amount of at least one control parameter of the control amount for controlling the vibration control actuator of the vibration suppression mechanism portion is calculated, and the control amount of the vibration suppression mechanism portion is calculated using the control amount calculated using this adjustment amount. Operate the vibration actuator to raise and lower the car, and calculate the control amount to be given to the vibration control actuator of the vibration suppression mechanism by repeatedly calculating the adjustment amount of the control parameter until the acceleration acquired at this time becomes less than the predetermined value It is characterized by that.

  Next, specific embodiments of the present invention will be described with reference to the drawings. In FIG. 1, a car 10 of an elevator apparatus has a car frame 11 and a car room 12, and roller guide mechanisms 14, 15, 16, and 17 that are vibration damping mechanisms are installed on the upper and lower parts of the car frame 11. Has been. The roller guide mechanisms 14, 15, 16, and 17 are in contact with guide rails (shown in FIG. 7) installed in the hoistway, and the car 10 moves up and down along the guide rails. The roller guide mechanisms 14, 15, 16, and 17 are installed on the left side and the right side of the car 10, and at approximately the center in the front-rear direction of the car 10. A guide rail is attached and fixed to the hoistway wall surface corresponding to the installation position of the roller guide mechanisms 14, 15, 16, and 17.

  As shown in FIG. 7, the guide rails are composed of unit guide rails 70a to 70e and 71a to 71e (of course, there are of course unit guide rails connected to these in the vertical direction). It has a length of 4-5 m. Since the unit guide rail is vertically connected to the hoistway and installed, bending occurs at the connection point of the unit guide rail. When the car 10 is raised and lowered, the bending of the connection point of the unit guide rail acts as a forced displacement on the car 10 via the roller guide mechanisms 14, 15, 16, and 17, thereby generating lateral vibration.

  As described above, the vibration guide actuators are attached to the roller guide mechanisms 14, 15, 16, and 17 in order to actively suppress the lateral vibration acting on the car 10 due to the improper attachment of the guide rails. The configuration of the roller guide mechanisms 14, 15, 16, and 17 is shown in FIG. Such an apparatus that adjusts the damping force by the damping actuator is called an active damping mechanism.

  FIG. 2 is a side view of one of the roller guide mechanisms 14, 15, 16, and 17 that is a vibration damping mechanism. First, the rollers 30a and 30b sandwich both end surfaces of the protruding portion of the guide rail, and are respectively supported by a pair of levers 31a and 31b. The lower ends of these levers are pin-supported by the support base 32. Here, the rollers 30a and 30b must not be separated from the guide rail even when rolling occurs in the car 10 or when an unbalanced load occurs in the car 10 due to passengers getting in.

  In order to press the rollers 30a and 30b against the guide rail, coil springs 33a and 33b fixed to the levers 31a and 31b are attached in a compressed state from the natural length. In addition, in order to prevent an abnormal inclination of the car, the elastic bodies 34a and 34b are respectively installed so that the levers 31a and 31b do not exceed a certain rotation angle, and serve as stoppers. Further, a roller 30c orthogonal to the rollers 30a and 30b is provided, and the roller 30c rotates in close contact with the tip of the protruding portion of the guide rail.

  A vibration control actuator 36 is attached to a support plate 35 coupled to the support base 32 of the roller guide mechanism. The vibration control actuator 36 is directly connected to the movable body 38 via, for example, a ball screw 37 and a coupling (not shown). Here, the movable body 38 is mounted on the support plate 35 via, for example, a linear guide 39 similarly to the vibration damping actuator 36, and can move horizontally only in the same direction as the swinging direction of the rollers 30a and 30b. .

  A pair of rods 40a and 40b are coupled to the movable body 38 on both sides at both ends, and the ends of the coil springs 33a and 33b are fixed by nuts 41a and 41b provided at the ends of the rods. According to such a configuration, the compression force of the coil springs 33a and 33b can be changed by giving a command to the vibration control actuator 36 and controlling the horizontal operation of the movable body 37.

  Further, the roller 30 c has substantially the same configuration, and a vibration damping actuator 42 is attached to the support plate 35. The vibration control actuator 42 is directly connected to the movable body 44 via, for example, a ball screw 43 and a coupling (not shown). Here, the movable body 44 is mounted on the support plate 35 via, for example, a linear guide 45, like the actuator 42, and can move horizontally only in the same direction as the swinging direction of the roller 30c.

  A rod 46 is coupled to the movable body 44 at one end, and the end of the coil spring 47 is fixed by a nut 48 provided at the end of the rod. According to such a configuration, the compression force of the coil spring 47 can be changed by giving a command to the vibration control actuator 42 and controlling the horizontal operation of the movable body 44.

  Here, the drive signals to the actuators 36 and 42 are determined by being calculated by a control device from the output of an acceleration sensor (described later) installed in the car 10. Unlike the illustrated roller guide mechanisms 14, 15, 16, and 17, the pressing force of each of the rollers 30a to 30c may be adjusted by an individual motor, or a linear motor may be used as a vibration control actuator. It ’s good.

  Returning to FIG. 1, the car 10 is provided with a plurality of acceleration detectors (hereinafter referred to as acceleration sensors) for detecting vibrations applied from the guide rail. Specifically, acceleration sensors 18 and 19 are provided at diagonal portions of the upper surface on the ceiling side of the car 10. Similarly, acceleration sensors 20 and 21 are provided at the diagonal portions of the floor-side outer bottom surface of the car 10. The arrangement relationship of the acceleration sensors 18 and 19 and the arrangement relationship of the acceleration sensors 20 and 21 are set to be the same, and each acceleration sensor 18 to 21 is a diagonal portion of the outer surface on the ceiling side and the outer surface on the floor side. It is arranged at the corner. These acceleration sensors 18 to 21 detect acceleration in the x direction (front-rear direction). These acceleration sensors are not necessarily arranged at the corners.

  Further, an acceleration sensor 22 is arranged on the arrangement portion of the roller guide mechanism 14 arranged on the outer surface of the car frame 11 on the ceiling side, and arranged on the outer surface on the floor side of the car frame 11 at a diagonal position. The acceleration sensor 23 is also disposed at the portion where the roller guide mechanism 17 is disposed. These acceleration sensors 22 and 23 detect acceleration in the y direction (left and right direction).

  The acceleration detected by the acceleration sensors 18 to 21 is input to the first control device 24, and a drive signal (control command) for suppressing vibration of the car 1 is output based on the detected acceleration. The first control device 24 has a function of outputting a drive signal of a vibration damping actuator 36 for suppressing vibration in the front-rear direction (= x direction) of the car 1. Although the 1st control apparatus 24 is a control apparatus for performing a various function, it demonstrates as a control apparatus which performs the damping function which suppresses a vibration of a passenger car here. The first control device 24 basically includes a disturbance force calculation function unit 26A for obtaining a disturbance force from acceleration, a control parameter calculation function unit 26B for obtaining a control gain as a control parameter, and a control parameter calculation function unit 26B. A control amount calculation function unit 26C that calculates a drive signal that is a control amount using the control gain is provided.

  Similarly, the acceleration detected by the acceleration sensors 22 to 23 is input to the second control device 25, and a drive signal (control command) for suppressing the vibration of the car 1 is output based on the detected acceleration. . The second control device 25 has a function of outputting a drive signal of the vibration damping actuator 42 for suppressing vibration in the left-right direction (= y direction) of the car 1. Similarly, the second control device 25 is a control device for executing various functions. The second control device 25 will be described as a control device that executes a vibration suppression function for suppressing vibration of the car. The second control device 25 basically also includes a disturbance force calculation function unit 27A that obtains a disturbance force from acceleration, a control parameter calculation function unit 27B that obtains a control gain that is a control parameter, and the control parameter calculation function unit 27B. The control amount calculation function unit 27C is configured to control and calculate a drive signal that is a control amount using the control gain.

  Here, in this embodiment, it is divided into a first control device 24 that suppresses vibration in the x direction and a second control device 25 that suppresses vibration in the y direction.

  In this embodiment, the first control device 24, the second control device 25, and the roller guide mechanisms 14, 15, 16, and 17 are collectively referred to as a vibration suppression mechanism. The first control device 24 and the second control device 25 have the same functional configuration, and in order to suppress vibrations in the front-rear direction and the left-right direction that act on the car 10, a vibration-damping actuator in the front-rear direction. A drive signal is sent to 36, and a drive signal is sent to the vibration control actuator 42 in the left-right direction. Therefore, the first control device 24 and the second control device 25 execute a control operation for calculating the drive signals of the vibration damping actuators 36 and 42.

  The functional configuration of the second control device 25 will be described with reference to FIG. 3 as an example of the control device. The second control device 25 includes four unit control devices 25A, 25B, 25C, and 25D. This determines drive signals to the two vibration control actuators 42 in the left-right direction from the inputs of the two acceleration sensors 22, 23 in the left-right direction (= y direction). Each of the unit control devices 25A to 25D includes a disturbance force calculation function unit 27A that calculates disturbance forces F11, F21, F12, and F22 due to acceleration, and a control parameter calculation function that calculates control gains K11, K21, K12, and K22. 27B and a control amount calculation function unit 27C composed of a transfer function G (s) having frequency characteristics. The transfer function G (s) is common to the unit control devices 25A to 25D, and the difference is the control gain. The control gains K11, K21, K12, and K22 are reflected in the transfer function G (s), whereby the drive signal is calculated and output.

  The control parameter is a control gain in this embodiment, and there are four (plural) control parameters in each of the unit control devices 25A to 25D regarding the y direction. Therefore, if the value of each control parameter is accurately determined according to the vibration mode caused by improper mounting of the guide rail, vibration can be effectively suppressed. Of course, it goes without saying that vibration can be effectively suppressed in the first control device 24 as long as the values of the respective control parameters are accurately determined.

  As described above, the first control device 24 and the second control device 25 have a plurality of unit control devices as illustrated in FIG. 3, and calculate the adjustment amounts of the plurality of control parameters to obtain the vibration damping actuator. This is used for the calculation of the drive signal.

  And in order to solve the subject that adjustment work in the field installation stage as mentioned above becomes difficult, or adjustment work efficiency falls, this example proposes the following adjustment methods. FIG. 4 shows an adjustment flowchart for explaining an adjustment process for automatically adjusting the control parameters according to this embodiment.

  First, in step S40, the car is moved up and down at a predetermined speed without vibration control by the vibration control mechanisms such as the roller guide mechanisms 14, 15, 16, 17 and the like, and the acceleration attached to the car 10 at this time. Travel data A for each acceleration sensor 18-23 is acquired from the sensors 18-23. This travel data A indicates at least the longitudinal and lateral accelerations acting on the car 10 detected by the respective acceleration sensors 18 to 23. As a result, it is possible to estimate in which direction the acceleration is generated in the guide rail, or how much the mounting irregularity is.

  For example, if there is a region where the acceleration in the front-rear direction is large (the vertical position of the guide rail attached to the hoistway), the guide rail is attached to the region in the direction of the door or the back side in that region. Can be estimated. Similarly, guide rail mounting irregularities can be estimated in the left-right direction.

  Next, in step S41, the disturbance force based on the improper mounting of the guide rail is estimated from the acceleration of each of the acceleration sensors 18 to 23 based on the travel data A. Basically, it is possible to estimate the disturbance force based on the guide rail mounting irregularity from the following relational expression.

Relationship between the motion acceleration x ₀ around the center of gravity of the car 10 riding the acceleration information x _s at the installation position of the acceleration sensor 18-23 is that represented by formula (1).

Here, T is a coordinate conversion matrix, and shows the relationship between the installation position of each acceleration sensor and the center of gravity of the car.

  The equation of motion of the car 10 can be expressed by the following equation (2).

Here, M car system mass matrix, C is the attenuation matrix, K is a stiffness matrix, F _r represents the disturbance force generated from the mounting of the guide rail irregularities.

  Further substituting equation (1) into the first term of equation (2) and rearranging,

This means that the disturbance force due to the guide rail can be estimated from the acceleration detected by the acceleration sensor. However, in equation (3)

Is obtained by integrating the acceleration of the acceleration sensor. If the disturbance force Fr due to improper mounting of the guide rail can be estimated by the above calculation, it can be determined which vibration mode is likely to be caused. As described above, each of the acceleration sensors 18 to 23 can estimate any of a plurality of vibration modes caused by improper mounting of the guide rail.

  Next, in step S42, the control parameter adjustment amount (the magnitude of the control gain) related to the easily caused vibration mode estimated based on the disturbance force is calculated, and the control reflecting the calculated adjustment amount is performed. The quantity is set in the output circuit. Needless to say, this adjustment amount is set to an adjustment amount having a component that reduces the acceleration acting on the car. Of course, if there are a plurality of vibration modes to be excited, the control parameter adjustment amount corresponding to this is calculated. The adjustment amount of the control parameter is obtained by selecting an appropriate adjustment amount from a plurality of adjustment amounts set in advance corresponding to the vibration mode. The adjustment amount is formed in an electronic memory. Can be obtained by referring to the table. When the adjustment amount of the control parameter is obtained, the final control calculation of the drive signals of the vibration control actuators 36 and 42 is executed by the control devices 24 and 25.

  Next, in step S43, the vibration control actuators 36, 42 are driven by the drive signals of the vibration control actuators 36, 42 obtained in step S42, and the vibration control mechanisms such as the roller guide mechanisms 14, 15, 16, 17 are controlled. Execute vibration control. Then, in this state, the car 10 is moved up and down under the same speed conditions as in step S40, and travel data B for each acceleration sensor 18-23 is acquired from the acceleration sensors 18-23 attached to the car 10 at this time. Since the travel data B is after the control parameter is adjusted in step S42, the acceleration is smaller than the travel data A and is improved.

  Next, it progresses to step S44 and it is judged whether the acceleration of the driving | running | working data B is smaller than an allowable reference value. If it is determined in step S44 that the acceleration of the travel data B is smaller than the allowable reference value, the control parameter adjustment amount set in step S42 is successfully set and the process ends. As a result, the value of the control parameter is determined and used in the subsequent actual operation. Also in this case, when there are a plurality of vibration modes, it is determined whether or not the acceleration corresponding to these vibration modes is smaller than the allowable reference value.

  On the other hand, if it is determined in step S44 that the acceleration of the travel data B is greater than the allowable reference value, the control parameter adjustment amount set in step S42 has not yet been set, and the process proceeds to step S45. In step S45, the control parameter adjustment amount is recalculated based on the disturbance force when the vibration suppression control estimated in step S41 is not executed and the travel data B when the vibration suppression control is executed. That is, for the vibration mode derived from the disturbance force, the calculation for changing the adjustment amount of the control parameter obtained in step S42 to an adjustment amount that can further suppress the acceleration is executed.

  For example, the relationship between disturbance force and travel data is built in advance as a model, and the adjustment amount can be obtained by substituting the disturbance force and travel data into this model. In addition to this, a method may be used in which the adjustment amount is sequentially updated step by step so that the acceleration of the travel data B obtained by traveling the car 10 converges to the required predetermined reference value. it can. In short, for the vibration mode obtained from the disturbance force estimated in step S41, the adjustment amount of the control parameter may be adjusted until the acceleration of the travel data B is equal to or less than a predetermined allowable reference value. is there.

  Then, steps S43 to S45 are executed again to execute a process of searching for an appropriate control parameter adjustment amount. By repeating these steps, the adjustment amount is calculated until the acceleration acting on the car 10 becomes smaller than a predetermined allowable reference value. When the acceleration acting on the car 10 at the end becomes smaller than the predetermined allowable reference value, the end is reached. It is something that comes out. As a result, the value of the control parameter is finally determined and used in the subsequent actual operation.

  Here, since the above-described adjustment flowchart estimates the vibration mode from the disturbance force based on the improper mounting of the guide rail, the adjustment flowchart is executed until the acceleration acting on the car becomes smaller than a predetermined allowable reference value for all vibration modes. Will continue.

  As described above, in this embodiment, the disturbance force applied to the car by the guide rail is estimated from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism, and the damping force is based on the estimated disturbance force. Calculate an adjustment amount of at least one control parameter of the control amount for controlling the vibration control actuator of the vibration mechanism unit, and operate the vibration control actuator of the vibration control mechanism unit with the control amount calculated using this adjustment amount. The car is moved up and down, and the amount of control parameter adjustment is repeatedly calculated until the acceleration acquired at this time falls below a predetermined value, and the control amount given to the vibration control actuator of the vibration control mechanism is calculated. Therefore, even in a complicated control device that suppresses a plurality of vibration modes, adjustment at the installation site can be facilitated and the period until the installation is completed can be shortened.

  Here, in this embodiment, in order to estimate the disturbance force, in step S40, the car is moved up and down at a predetermined traveling speed without being subjected to vibration damping control by the vibration damping mechanism, and attached to the car 10 at this time. The travel data A is acquired from the acceleration sensors 18-23. However, it is desirable that the speed of the car 10 at this time is a traveling speed adjusted according to the number of improper mounting areas of the guide rail and its position. Thus, by changing the traveling speed for estimating the disturbance force, it is possible to quickly obtain an adjustment amount that further enhances the vibration damping effect.

  In order to estimate the disturbance force due to the guide rail, when the car 10 is moved up and down without executing the vibration damping control shown in step S40, the traveling speed may be set to match the natural frequency of the car system. . This travel speed can be derived by multiplying the guide rail length by the natural frequency of the car. In the process in which the car 10 moves on the guide rail, when there are a plurality of vibration modes to be damped, it is effective to acquire the travel data A at the travel speed corresponding to each vibration mode.

  In the travel data A, it can be inferred that the portion where the acceleration acting on the car is large is a guide rail mounting irregular region that causes the vibration mode of the natural frequency to be damped. Therefore, when the car is run at a running speed corresponding to this natural frequency and the running data A is taken, it is easy to know what type of mounting irregularities occur at which position of the guide rail in the hoistway. It becomes possible to do.

  Therefore, it is possible to derive the vibration mode that is most likely to be caused from the improper configuration of the guide rail and the traveling state of the car, and to calculate the control parameters suitable for the vibration mode. In addition, it is possible to estimate a guide rail attachment irregularity region (vertical position of the hoistway) in which a vibration mode affecting the car 10 is generated from the guide rail attachment irregularity form and the traveling state of the passenger car. Based on such information, the control parameter adjustment amount corresponding to the vibration mode that is likely to be caused is derived, and is calculated in the guide rail mounting irregular region where the vibration mode corresponding to the traveling of the car 10 occurs. It is possible to enhance the vibration suppression effect of the vibration damping mechanism by switching the adjustment amount of the control parameter. Of course, when there are a plurality of vibration mode generation regions, the traveling speed can be changed for each region. In this case, it is also possible to derive the adjustment amount of the control parameter for each region.

  Also, based on the multiple travel speeds derived from the guide rail length and the natural frequency of the car, the car is moved up and down at each speed, and the travel speed at which the maximum acceleration is generated is derived from the acceleration sensor. It is also effective to obtain the adjustment amount of the control parameter by the method shown in FIG. Since the magnitude of the disturbance force changes depending on the traveling speed, it is advantageous to use an adjustment amount that increases the vibration damping effect as the traveling speed increases. Of course, it is possible to use not only the maximum acceleration but also an adjustment amount corresponding to each acceleration.

  Furthermore, it is divided into a plurality of height regions for each height of the hoistway, the travel speed at which the maximum acceleration is generated for each of the divided height regions is calculated, and along the adjustment flowchart shown in FIG. It is also possible to obtain the adjustment amount of the control parameter based on the travel data when traveling at the travel speed described above, and to switch the adjustment amount of the control parameter for each height region.

  In the present embodiment, the first control device 24 and the second control device 25 are provided separately. However, the first control device 24 and the second control device 25 may be configured as a single control device. If the control devices are combined into one control device in this way, mutual calibration of the first control device 24 and the second control device 25 can reduce the influence of noise on the wiring connecting the first control device 24 and the second control device 25. Can be expected to be easy.

  Next, a second embodiment of the present invention will be described. In the first embodiment, the control devices 24 and 25 include disturbance force calculation function units 26A and 27A, control gain calculation function units 26B and 27B, and control amount calculation function units 26C and 27C. This is different from the first embodiment in that the force calculation function units 26A and 27A are separated.

  As shown in FIG. 5, a disturbance force calculation function unit 26A for estimating a disturbance force based on improper installation of the guide rail in the x-axis direction is separated from the first control device 24, and an output from the disturbance force calculation function unit 26A is obtained. Based on the input to the first control device 24, the control parameter calculation function unit 26B provided in the first control device 24 calculates the adjustment amount of the control parameter in the x direction. Further, the adjustment amount of the control parameter from the control parameter calculation function unit 26B is input to the control amount calculation function unit 26C.

  Further, the disturbance force calculation function unit 27A for estimating the disturbance force based on the improper installation of the guide rail in the y-axis direction is separated from the first control device 24, and the output from the disturbance force calculation function unit 27A is output to the second control device 25. Based on this, the control parameter calculation function unit 27B provided in the second control device 25 calculates the adjustment amount of the control parameter in the y direction. Further, the control parameter adjustment amount from the control parameter calculation function unit 27B is input to the control amount calculation function unit 27C. Also in this embodiment, the same operations and effects as those of the first embodiment can be obtained.

  Further, in the first embodiment, the disturbance force calculation function units 26A and 27A, the control gain calculation function units 26B and 27B, and the control amount calculation function units 26C and 27C are integrated, but the disturbance force calculation function unit 26A. 27A, the control gain calculation function units 26B and 27B, and the control amount calculation function units 26C and 27C can be configured separately.

  Next, a third embodiment of the present invention will be described. In the first embodiment, the adjustment values of the control parameters are calculated by the control devices 24 and 25 and reflected in the control amount. However, in this embodiment, the control parameters are adjusted by the control parameter adjustment device possessed by the installer of the elevator apparatus. The adjustment amount is calculated and transferred to the control devices 24 and 25 to perform the adjustment work. As the control parameter adjustment device, a portable general-purpose computer (personal computer or portable tablet) or a dedicated portable tablet with built-in control parameter adjustment software can be used.

  The control parameter adjustment device 28 is separated from the first control device 24 and the second control device 25 and is carried by the installer. The control parameter adjustment device 28 includes disturbance force calculation function units 26A and 27A and control parameter calculation function units 26B and 27B, and the control parameter adjustment amount obtained by the calculation is controlled by the first control device 24 and the second control. The data is transferred to the device 25. For this reason, the first control device 24 and the second control device 25 do not include the disturbance calculation function units 26A and 27A and the control parameter calculation function units 26B and 27B.

  In the adjustment work, the installer connects the acceleration sensors 18 to 23, the first control device 24, and the second control device 25 to the control parameter adjustment device 28 through signal lines. After that, the control parameter adjustment amount obtained by executing the steps of the control flow shown in FIG. 4 is sent to the first control device 24 and the second control device 25 to execute the vibration damping control.

  In other words, the control parameter adjusting device 28 estimates the disturbance given by the guide rail from the acceleration acquired by moving the car 10 up and down without operating the vibration damping mechanism, and based on the estimated disturbance, An adjustment amount of at least one control parameter of the control amount for controlling the vibration control actuators 36 and 42 is calculated and transferred to the control devices 24 and 25. Then, the control devices 24 and 25 operate the vibration control actuator of the vibration control mechanism unit with the control amount calculated using the transferred adjustment amount to raise and lower the car. Further, as shown in FIG. 4, the control parameter adjusting device 28 operates so as to repeatedly calculate the adjustment amount of the control parameter and give it to the control devices 24 and 25 until the acceleration acquired at this time becomes a predetermined value or less. is there.

  Of course, in this case as well, the vibration mode is estimated from the disturbance force based on the improper mounting of the guide rail, so that the acceleration is continued until the acceleration becomes smaller than the reference value for all vibration modes.

  Note that the control parameter adjustment measure 28 may not be carried and may be attached to a control panel provided with the respective control devices 24 and 25. When installed in the control panel, the installation person can take out the final adjustment amount of the control parameter from the control parameter adjustment unit 28. In this case, the control parameter adjustment measure 28 can be implemented by providing a read connector.

  As described above, the present invention estimates the disturbance given by the guide rail from the acceleration acquired by raising and lowering the car without operating the vibration damping mechanism, and the damping mechanism is controlled based on the estimated disturbance. Calculate the control parameter adjustment amount for controlling the vibration actuator, and use this adjustment amount to operate the vibration control actuator of the vibration control mechanism with the control amount calculated. The amount of control parameter adjustment is repeatedly calculated until the acceleration is less than or equal to a predetermined value, and the amount of control applied to the vibration control actuator of the vibration control mechanism is calculated.

  According to this, even in a control device that suppresses a plurality of vibration modes, adjustment at the installation site can be facilitated and the period until the installation is completed can be shortened.

  DESCRIPTION OF SYMBOLS 10 ... Car, 11 ... Car frame, 12 ... Car room, 13 ... Open / close door, 14-17 ... Damping mechanism part (roller guide mechanism), 18-23 ... Acceleration detector, 24 ... First control device, 25 ... 2nd control device, 25A-25D ... Unit control device, 26A, 27A ... Disturbance force calculation function unit, 26B, 27B ... Control parameter calculation function unit, 26C, 27C ... Control amount calculation function unit, 36, 42 ... Damping actuator.

Claims (8)

A pair of guide rails provided in the hoistway, a car that moves up and down along the guide rail, an acceleration detector that detects vibrations of the car, and a control that actively suppresses vibrations of the car. In an elevator apparatus comprising a vibration control mechanism and a control device that controls the vibration control mechanism to suppress vibration of the car based on the output of the acceleration detector.
The controller is
Estimating the disturbance given by the guide rail from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism,
Calculating an adjustment amount of at least one control parameter of a control amount for controlling the vibration damping actuator of the vibration damping mechanism based on the estimated disturbance;
The control parameter is adjusted until the acceleration obtained at this time is less than or equal to a predetermined value by operating the vibration control actuator of the vibration control mechanism unit with the control amount calculated using the adjustment amount to raise and lower the car. While calculating the amount repeatedly and calculating the control amount given to the vibration control actuator ,
Furthermore, the control device comprises:
When there are a plurality of vibration mode generation regions in the process of moving the car on the guide rail, a plurality of travels derived from the guide rail length of the guide rail and the natural frequencies of the vibration modes of the car Raise and lower the car based on speed,
Estimating the disturbance provided by the guide rail from the maximum acceleration detected by the acceleration detector;
An elevator apparatus that calculates an adjustment amount of a control parameter of a control amount that controls the vibration damping actuator based on the estimated disturbance . A pair of guide rails provided in the hoistway, a car that moves up and down along the guide rail, an acceleration detector that detects vibrations of the car, and a control that actively suppresses vibrations of the car. In an elevator apparatus comprising a vibration control mechanism and a control device that controls the vibration control mechanism to suppress vibration of the car based on the output of the acceleration detector.
The control device includes:
Estimating the disturbance given by the guide rail from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism,
Calculating an adjustment amount of at least one control parameter of a control amount for controlling the vibration damping actuator of the vibration damping mechanism based on the estimated disturbance;
The control parameter is adjusted until the acceleration obtained at this time is less than or equal to a predetermined value by operating the vibration control actuator of the vibration control mechanism unit with the control amount calculated using the adjustment amount to raise and lower the car. While calculating the amount repeatedly and calculating the control amount given to the vibration control actuator,
Furthermore, the control device comprises:
Dividing the hoistway into a plurality of height regions for each height and detecting acceleration with the acceleration detector,
A travel speed at which the maximum acceleration is generated for each height region is calculated, and an adjustment amount of a control parameter for controlling the vibration control actuator is calculated according to the acceleration generated corresponding to the travel speed.
An elevator apparatus characterized by that. The elevator apparatus according to claim 1 or 2,
The running conditions when raising and lowering the car without operating the damping mechanism and the running conditions when raising and lowering the car by operating the damping mechanism are the same conditions.
An elevator apparatus characterized by that. The elevator apparatus according to claim 1 or 2,
The control device includes: a first control device that controls at least the vibration control mechanism unit that suppresses vibration in the longitudinal direction of the car; and at least the vibration control mechanism unit that suppresses vibration in the left-right direction of the car. A second control device for controlling,
The first control device adjusts at least one control parameter of a control amount for controlling the first vibration control actuator that suppresses vibration in the front-rear direction of the vibration control mechanism based on the estimated front-rear disturbance. The first damping actuator is operated with a control amount calculated using this adjustment amount to raise and lower the car, and the control parameter Repetitively calculating an adjustment amount to calculate a control amount to be given to the first vibration damping actuator;
The second control device adjusts at least one control parameter of a control amount for controlling the second vibration control actuator that suppresses the vibration in the horizontal direction of the vibration control mechanism based on the estimated horizontal disturbance. The control parameter is calculated until the car is moved up and down by operating the second vibration damping actuator with a control amount calculated using the adjustment amount, and the acceleration acquired at this time becomes a predetermined value or less. The control amount given to the second vibration control actuator is calculated by repeatedly calculating the adjustment amount
An elevator apparatus characterized by that. A pair of guide rails provided in the hoistway, a car that moves up and down along the guide rail, an acceleration detector that detects vibrations of the car, and a control that actively suppresses vibrations of the car. In an elevator apparatus comprising a vibration control mechanism and a control device that controls the vibration control mechanism to suppress vibration of the car based on the output of the acceleration detector.
A control parameter adjustment device separated from the control device is connected to the control device and the acceleration detector, and the control parameter adjustment device is
Estimating the disturbance given by the guide rail from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism,
Calculating an adjustment amount of at least one control parameter of a control amount for controlling the vibration damping actuator of the vibration damping mechanism based on the estimated disturbance, and transferring the adjustment amount to the control device;
When the vibration control actuator is operated with the control amount calculated using the adjustment amount transferred by the control device to raise or lower the car, until the acceleration acquired at this time becomes a predetermined value or less, the control parameter While repeatedly calculating the adjustment amount and transferring it to the control device,
Furthermore, the control parameter adjusting device comprises:
When there are a plurality of vibration mode generation regions in the process of moving the car on the guide rail, a plurality of travels derived from the guide rail length of the guide rail and the natural frequencies of the vibration modes of the car Raise and lower the car based on speed,
Estimating the disturbance provided by the guide rail from the maximum acceleration detected by the acceleration detector;
Based on the estimated disturbance, an adjustment amount of a control parameter of a control amount for controlling the vibration damping actuator is calculated and transferred to the control device
An elevator apparatus characterized by that. A pair of guide rails provided in the hoistway, a car that moves up and down along the guide rail, an acceleration detector that detects vibrations of the car, and a control that actively suppresses vibrations of the car. In an elevator apparatus comprising a vibration control mechanism and a control device that controls the vibration control mechanism to suppress vibration of the car based on the output of the acceleration detector.
  A control parameter adjustment device separated from the control device is connected to the control device and the acceleration detector, and the control parameter adjustment device is
Estimating the disturbance given by the guide rail from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism,
Calculating an adjustment amount of at least one control parameter of a control amount for controlling the vibration damping actuator of the vibration damping mechanism based on the estimated disturbance, and transferring the adjustment amount to the control device;
When the vibration control actuator is operated with the control amount calculated using the adjustment amount transferred by the control device to raise or lower the car, until the acceleration acquired at this time becomes a predetermined value or less, the control parameter While repeatedly calculating the adjustment amount and transferring it to the control device,
  Furthermore, the control parameter adjusting device comprises:
Dividing the hoistway into a plurality of height regions for each height and detecting acceleration with the acceleration detector,
A travel speed at which the maximum acceleration is generated for each height region is calculated, and an adjustment amount of a control parameter for controlling the vibration control actuator is calculated according to the acceleration generated corresponding to the travel speed. To the control device
An elevator apparatus characterized by that. A pair of guide rails provided in the hoistway, a car that moves up and down along the guide rail, an acceleration detector that detects vibrations of the car, and a control that actively suppresses vibrations of the car. In an elevator apparatus comprising a vibration control mechanism and a control device that controls the vibration control mechanism so as to suppress vibration of the car based on the output of the acceleration detector.
The controller is
Estimating the disturbance given by the guide rail from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism,
Calculating an adjustment amount of at least one control parameter of a control amount for controlling the vibration damping actuator of the vibration damping mechanism based on the estimated disturbance ;
The control parameter is adjusted until the acceleration obtained at this time is less than or equal to a predetermined value by operating the vibration control actuator of the vibration control mechanism unit with the control amount calculated using the adjustment amount to raise and lower the car. Calculate the amount of control given to the vibration control actuator by repeatedly calculating the amount,
Furthermore, the control device comprises:
When there are a plurality of vibration mode generation regions in the process of moving the car on the guide rail, a plurality of travels derived from the guide rail length of the guide rail and the natural frequencies of the vibration modes of the car Raise and lower the car based on speed,
Estimating the disturbance provided by the guide rail from the maximum acceleration detected by the acceleration detector;
Based on the estimated disturbance, the adjustment amount of the control parameter of the control amount for controlling the vibration control actuator is calculated.
A method for adjusting a vibration damping mechanism of an elevator apparatus. A pair of guide rails provided in the hoistway, a car that moves up and down along the guide rail, an acceleration detector that detects vibrations of the car, and a control that actively suppresses vibrations of the car. In an elevator apparatus comprising a vibration control mechanism and a control device that controls the vibration control mechanism to suppress vibration of the car based on the output of the acceleration detector.
The control device includes:
Estimating the disturbance given by the guide rail from the acceleration obtained by raising and lowering the car without operating the vibration damping mechanism,
Calculating an adjustment amount of at least one control parameter of a control amount for controlling the vibration damping actuator of the vibration damping mechanism based on the estimated disturbance;
The control parameter is adjusted until the acceleration obtained at this time is less than or equal to a predetermined value by operating the vibration control actuator of the vibration control mechanism unit with the control amount calculated using the adjustment amount to raise and lower the car. Calculate the amount of control given to the vibration control actuator by repeatedly calculating the amount,
Furthermore, the control device comprises:
Dividing the hoistway into a plurality of height regions for each height and detecting acceleration with the acceleration detector,
A travel speed at which the maximum acceleration is generated for each height region is calculated, and an adjustment amount of a control parameter for controlling the vibration control actuator is calculated according to the acceleration generated corresponding to the travel speed.
A method for adjusting a vibration damping mechanism of an elevator apparatus.

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