JP6533471B2 - Elevator ride comfort diagnostic device and ride comfort diagnostic method - Google Patents

Description

  The present invention relates to a ride comfort diagnostic device and a ride comfort diagnostic method for an elevator that diagnoses a state of ride comfort based on the load load of the elevator.

  Operating the elevator in a comfortable manner is an important condition for transporting the passengers by the elevator, since the comfort of the elevator may cause discomfort and anxiety to the customers. In particular, the elevator is controlled so as to smoothly increase the acceleration at the time of activation from zero to a predetermined acceleration so that jumping out or reverse traveling does not occur at the activation end of the elevator during traveling.

  In this control state at the time of elevator activation, in order to prevent jumping out and running at the time of starting resulting from imbalance between the weight of the entire car including the load in the car and the weight of the counter weight, The in-car load detector installed in the vehicle detects the load amount in the car, and performs motor torque compensation at startup. However, the set state of the in-car load detector under the car also changes with the passage of time due to the deflection of the anti-vibration rubber under the car, etc., leading to jumping out and reverse running at the time of activation.

  In order to detect such a ride abnormality, a technical engineer such as a maintenance worker rides a local elevator and feels an abnormality physically or uses an acceleration sensor to measure an accurate vibration. Analyze the vibration occurrence location and vibration frequency. As described above, in the method by which a technical engineer detects a ride abnormality, the abnormality can be detected only at the time of a periodic inspection or the like, and a complaint is received from the user before the professional engineer copes with the abnormality. It may occur. Moreover, in order to measure an acceleration, measuring instruments, such as an acceleration sensor, are required, and preparation and measurement operation of a measuring instrument require an effort.

  On the other hand, conventionally, there is known a technique for detecting the state of ride comfort at an early stage, as described in Patent Document 1 (paragraph 0010, FIG. 1, FIG. 7). In this conventional technique, load data which is an output of a load sensor is accumulated as distance data using a load sensor for detecting a load of an elevator, and acceleration is calculated by temporally differentiating the accumulated distance data. The quality of the driving situation is judged by comparison with the threshold value.

Unexamined-Japanese-Patent No. 2006-264853

  In the above-mentioned prior art, in order to accumulate load data as distance data, an error occurs between the accumulated distance data and the actual distance. That is, since the load sensor itself converts the distance from the floor surface of the car, which varies depending on the load in the car, into an electrical quantity such as a voltage and outputs it as load data, return the load data to the distance data. Errors are likely to occur. Furthermore, in order to calculate the acceleration by differentiating the distance data in time, it is necessary to shorten the sampling time in order to improve the accuracy. However, shortening of the sampling time depends on the processing capability of an arithmetic processing unit such as a microcomputer, and therefore, it is difficult to improve the accuracy in consideration of cost.

  Therefore, the present invention provides a ride comfort diagnostic device and a ride comfort diagnostic method for an elevator that can accurately detect an acceleration based on the load load of the elevator.

In order to solve the above-mentioned problems, a ride comfort diagnosis device for an elevator according to the present invention diagnoses the ride comfort of an elevator that drives a car up and down based on an acceleration command value, based on the acceleration of the car. And a control device for converting the load detected by the load sensor into the acceleration of the car based on the acceleration command value, and the control device operates the car with a constant acceleration of the car The load is converted into the acceleration of the car based on the internal load and the constant acceleration command value among the acceleration command values .

Further, the method for diagnosing riding comfort of an elevator according to the present invention is a method for diagnosing riding comfort based on acceleration of a car, wherein the load on the car is detected, and the detected load is the acceleration of the car at constant acceleration. Based on the load during driving and the constant acceleration command value among the acceleration command values, the car acceleration is converted.

  According to the present invention, since the detected load is converted into the acceleration of the car based on the acceleration command value, the acceleration of the car can be accurately detected.

  Problems, configurations, and effects other than those described above will be clarified by the description of the embodiments below.

It is a block diagram of the riding comfort diagnostic device of the elevator which is one example of the present invention. 5 shows an example of data arrangement of a load data & acceleration data series recording unit 15. It is a graph showing the acceleration command and speed command at the time of elevator travel. It is a graph showing the acceleration waveform measured by the acceleration sensor. It is a graph showing change of load data at the time of elevator run. It is the graph showing the load data after 0 point correction which corrected the load data of FIG. 5 by 0 point. It is a graph of the result of carrying out acceleration conversion of the zero point correction | amendment load data of FIG. It is a flowchart which shows the flow of the process of the riding comfort diagnosis in a present Example.

  Hereinafter, an embodiment of the present invention will be described based on the drawings. In the drawings, those with the same reference numerals indicate components having the same configuration or similar functions.

  FIG. 1 is a block diagram of an elevator ride comfort diagnostic apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the elevator to be diagnosed includes a car 1 and a counterweight 3, and the car 1 and the counterweight 3 are suspended by a wire rope 2 in a hoistway not shown. When the wire rope 2 is driven by the electric hoist 4, the car 1 and the counterweight 3 move up and down in the hoistway.

  The car 1 is composed of a car interior 1a on which a passenger rides, and a car outer frame 1b supporting the car interior 1a. Between the car interior 1a and the car outer frame 1b, the rubber rubber 5 is used to gently absorb the change in distance according to the amount of sinking of the car interior 1a due to the load fluctuation and at the same time to obtain the vibration reduction effect. It intervenes. A well-known load sensor 6 is installed between the car interior 1a and the car outer frame 1b in order to perform start-up load compensation associated with load fluctuation. The load sensor 6 is also used for detecting the acceleration of the car interior 1a in the present embodiment.

  The load sensor 6 in the present embodiment measures the variation in distance between the car inner chamber 1a and the cage outer frame 1b, and detects the applied load in consideration of the elasticity of the anti-vibration rubber 5 using the measured variation in distance. Do. Therefore, since the variation in the distance between the car interior 1a and the car outer frame 1b, that is, the vibration of the car, which directly affects the ride quality, is measured, the diagnostic accuracy of the ride quality can be improved. In addition, you may use the other detection means, for example, the distortion sensor provided in anti-vibration rubber etc. as a load sensor.

  A series of processing operations in the present embodiment as described below are executed by the control device 10. The control device 10 includes a CPU (Central Processing Unit), and performs a series of processing operations according to a predetermined program. The functions of each part of the control device 10 shown in FIG. 1 are as follows.

  The A / D converter 11 converts the analog voltage signal, which is the output of the load sensor 6, into load data, which is a digital signal, in order to load the control device 10 into the control device 10. The in-car load detection unit 12 converts the load data from the A / D converter 11 into in-car load, and the car load data at 0% and the in-car load 100%. The load data is stored, and based on these and the detected load data, it is calculated what percentage of the in-car load is.

The acceleration / deceleration traveling command unit 13 is responsible for speed control of the elevator, and, for example, instructs how many m / s ² to accelerate during acceleration. The motor control unit 14 causes the elevator to travel based on the command by performing frequency control of the electric hoist 4 in accordance with the command from the acceleration / deceleration travel command unit 13.

  The load data & acceleration data series recording unit 15 records load data etc. from the A / D converter 11 in time series.

  Average load data calculation during stop & constant acceleration & zero point (zero point) correction unit 16 is an average value of load data within a predetermined time before the elevator starts and an average value of load data within a predetermined time during constant acceleration , And correct the zero point of the load data as a pre-processing for converting the load data into acceleration data. The acceleration conversion unit 17 is issued by the acceleration / deceleration travel command unit 13 during stop / average acceleration average load data calculated by the stop & constant acceleration average load data calculation & zero point correction unit 16 and the constant acceleration average load data. The load data & acceleration data series recording unit 15 is converted into acceleration data using the specified constant acceleration command value, and the acceleration data is recorded in the load data & acceleration data series recording unit 15 .

  The abnormal vibration detection and notification unit 18 compares the acceleration data recorded in the load data & acceleration data sequence recording unit 15 with a predetermined determination threshold to detect the presence or absence of an abnormality, and detects an abnormality. The acceleration data series and the in-car load load are notified to an external monitoring center 20 via a communication line 19 consisting of a telephone line or an internet line.

  FIG. 2 shows an example of data arrangement of the load data & acceleration data series recording section 15 shown in FIG. As shown in FIG. 2, the load data & acceleration data sequence recording unit 15 includes a sampling time for taking in the signal from the load sensor 6, a traveling mode switched by the acceleration / deceleration traveling command unit 13, and an analog output from the load sensor 6. Load data obtained by converting voltage signals into data via A / D converter 11, and calculation of average load data during stop and at constant acceleration & load data after zero correction by zero correction unit 16 Also, acceleration conversion data, which is the result of converting the zero-point corrected load data into acceleration by the acceleration conversion unit 17, is accumulated in time series.

FIG. 3 is a graph showing an acceleration command and a speed command during elevator travel. In the graph (a), the acceleration command value α ^* is activated by the acceleration / deceleration traveling command unit 13 from the stop state, the first half of acceleration, constant acceleration, second half of acceleration, steady running, first half of deceleration, constant deceleration, second half of deceleration, landing. It shows the state of stopping and changing with the elapsed time. The graph (b) shows the speed command value V ^* created in accordance with the acceleration command value α ^* of the graph (a). As shown in FIG. 3, a constant acceleration command value at a constant acceleration region .alpha.a ^* becomes the largest among the acceleration command value alpha ^* during running.

  FIG. 4 is a graph showing an acceleration waveform αs during elevator travel measured by an acceleration sensor, and A in FIG. 4 shows an example of a waveform when vibration due to pop out occurs at elevator startup. The comparison between FIG. 4 and the acceleration (FIG. 7) detected by the present embodiment will be described later.

  FIG. 5 is a graph showing a change in load data during elevator travel. Kr in FIG. 5 indicates a change in load data during elevator travel, and is a graph of the load data Kr in FIG. 2 in time series. Further, K0 indicates a load data sequence group within a predetermined time during stopping, and K0A indicates an average value of the load data sequence group K0. On the other hand, Kra indicates a load data sequence group within a predetermined time at constant acceleration, and KraA indicates the average value of the load data sequence group Kra. Further, KΔA indicates a constant acceleration change amount obtained from the difference between the load data average value KraA at constant acceleration and the load data average value K0A during stop.

  FIG. 6 is a graph showing zero point corrected load data obtained by correcting the load data of FIG. 5 by zero. That is, the result obtained by subtracting the load data average value K0A during stop from the load data series Kr during elevator travel in FIG. 5 is expressed as Kr0. In addition, since the load data in the stop which is before starting the elevator changes depending on the number of passengers in the car from time to time, the load data average value K0A in the stop is calculated at each traveling to correct 0 points.

  FIG. 7 is a graph of the result of acceleration conversion of the zero point corrected load data of FIG. α r represents an acceleration conversion data sequence. Further, αU and αL indicated by broken lines in FIG. 7 respectively indicate an acceleration upper limit determination threshold and an acceleration lower limit determination threshold. The graph of FIG. 7 shows substantially the same waveform as the graph of FIG. Thus, according to this embodiment, the acceleration can be detected with high accuracy. Also in FIG. 7, as in FIG. 4, a sharp change in acceleration at the time of start-up, that is, a change in acceleration is detected, and an acceleration outside the allowable range of ride comfort is accurately detected. Therefore, according to the present embodiment, the accuracy of the riding comfort diagnosis is improved.

  3 to 7 show waveform data when the elevator travels at the same timing.

  FIG. 8 is a flowchart showing the flow of the processing operation of the ride comfort diagnostic apparatus of this embodiment.

  First, in step S1, the load data & acceleration data sequence recording unit 15 (FIG. 1) records load data from the load sensor 6 every predetermined sampling time from a predetermined time before the elevator travel start. At this time, as shown in FIG. 2, the load data & acceleration data series recording unit 15 records the load data as a load data series Kr in time series, and receives the traveling mode from the acceleration / deceleration traveling command unit 13 The traveling mode M is also recorded in time series.

  Next, in step S2, the in-car load load (%) during stoppage is recorded in the in-car load load detection unit 12.

Next, in step S3, it is checked whether the elevator has started traveling, that is, whether the elevator has started. If activation of the elevator is confirmed (Y (YES in step S3)), the process proceeds to step S4, and the acceleration conversion unit 17 receives the constant acceleration command value αa ^* at constant acceleration from the acceleration / deceleration travel command unit 13 and records it. Keep it. If activation of the elevator can not be confirmed (N (NO in step S3)), the process of step S3 is performed again.

  When step S4 is executed, next, in step S5, it is checked whether the elevator has stopped. When the stop of the elevator is confirmed (Y in step S5), the process proceeds to step S6, the recording of the load data series Kr is stopped, and the process proceeds to the riding comfort diagnosis process of step S7 and subsequent steps. When the stop of the elevator can not be confirmed (N in step S5), the process of step S4 is performed again.

  When the process of step S6 is executed, next, in step S7, in the stop and constant acceleration average load data calculation & zero point correction unit 16, from the load data series Kr of the load data & acceleration data series recording unit 15, Load data within a predetermined time during stopping is extracted as a series K0 (FIG. 5), and a load data average value K0A (FIG. 5) during stopping is calculated.

  Next, in step S8, in the stationary and constant acceleration average load data calculation & zero point correction unit 16, load data within a predetermined time during constant acceleration from the load data series Kr of the load data & acceleration data sequence recording unit 15. Are extracted as a series Kra (FIG. 5), and a load data average value KraA (FIG. 5) at a constant acceleration is calculated.

  Next, in step S9, the acceleration conversion unit 17 calculates a constant acceleration change amount KΔA (FIG. 5) from the difference between the load data average value KraA at constant acceleration and the load data average value K0A during stop.

Next, in step S10, the acceleration conversion unit 17 divides the constant acceleration command value αa ^* recorded in step S4 by the constant acceleration change amount KΔA calculated in step S9 to obtain one load data per data unit. The acceleration change amount αdig (= αa ^* / KΔA: digit value) of

  Next, in step S11, the zero point is obtained by subtracting the load data average value K0A during stop calculated in step S7 from the load data series Kr recorded in the load data & acceleration data series recording unit 15. The corrected zero-point corrected load data series Kr0 is calculated and recorded in the load data & acceleration data series recording unit 15.

  Next, in step S12, the acceleration conversion unit 17 changes the acceleration change amount per load data 1 data calculated in step S10 to the zero-point corrected load data series Kr0 recorded in the load data & acceleration data series recording unit 15 The acceleration data is converted into an acceleration by multiplying it by α dig and is recorded in the load data & acceleration data sequence recording unit 15 as an acceleration conversion data sequence α r.

As described above, in the traveling car 1, since the distance between the car interior 1a and the car outer frame 1b changes according to the acceleration, the amount of change in load data output from the load sensor 6 at this time is By using the constant acceleration command value αa ^* at the time of constant acceleration in which the acceleration is maximized, it is possible to accurately convert load data into acceleration.

That is, as noted from the step S7 in the step S12, a constant acceleration command value .alpha.a ^* a, constant acceleration change amount which is the difference of the load data average K0A suspended the load data average KraA at constant acceleration KΔA Since the acceleration change amount αdig per load data can be calculated by dividing by the following equation, the load data series Kr can be subjected to acceleration conversion by multiplying the load data series Kr by the acceleration change amount αdig per load data one data. It can be converted to the data series α r with high accuracy. Further, as a result, the acceleration conversion data series αr shown in FIG. 7 has substantially the same waveform as the acceleration waveform αs during elevator travel measured by the acceleration sensor shown in FIG. Therefore, as shown in FIG. 7, when the acceleration conversion data series αr is graphed and displayed, it is possible to easily and accurately visually recognize the occurrence location and size of the vibration.

  Next, with reference to FIG. 8 (from step S13 onwards), an abnormality determination process in elevator ride comfort diagnosis and a notification process when an abnormality is detected will be described.

  In step S13, the abnormal vibration detection / notification unit 18 compares the acceleration conversion data series αr recorded in the load data & acceleration data series recording unit 15 with a predetermined acceleration upper limit judgment value αU set in advance, and performs acceleration conversion. It is determined whether the data series αr exceeds the acceleration upper limit judgment value αU. If the acceleration conversion data series αr does not exceed the predetermined acceleration upper limit judgment value αU (N in step S13), the process proceeds to step S14 described later, but the acceleration conversion data series αr is predetermined as shown in part A of FIG. If the acceleration upper limit determination value αU is exceeded (Y in step S13), the process proceeds to step S15 to notify the monitoring center 20 of an abnormality.

  In step S14, the abnormal vibration detection and notification unit 18 compares the acceleration conversion data series αr recorded in the load data & acceleration data series recording unit 15 with a predetermined acceleration lower limit judgment value αL set in advance, and converts the acceleration. It is determined whether the data series αr exceeds (is less than) the acceleration lower limit judgment value αL. When the acceleration conversion data series αr does not exceed the predetermined acceleration lower limit judgment value αL (N in step S14), a series of processes of elevator ride comfort diagnosis are ended. If the acceleration conversion data series αr exceeds the predetermined acceleration lower limit judgment value αL (Y in step S14), the process proceeds to step S15 to notify the monitoring center 20 of an abnormality.

  In step S15, the abnormal vibration detection and notification unit 18 notifies the monitoring center 20 of the abnormality through the communication line 19, and the acceleration conversion data series αr at the time of the abnormality detection recorded in the load data & acceleration data series recording unit 15. Then, the in-car load (%) recorded in the in-car load detection unit 12 in step S2 is transmitted to the monitoring center 20.

  After step S15 is executed, next, in step S16, the specialist engineer who has received the notification from the monitoring center 20 dispatches the site to perform countermeasure recovery work to improve the ride comfort.

  In step S15, by communicating beforehand the acceleration conversion data series αr at the time of abnormality detection and the in-car load (%), the professional engineer can set the conditions of the in-car load and the in-car load where vibration occurs. As we can know before we go out, we can shorten measures recovery time on site.

  According to the embodiment as described above, the acceleration can be accurately detected using the existing load sensor 6 without installing a new measuring instrument such as an acceleration sensor. In addition, when an abnormality is detected, an instruction from a specialist engineer is issued, and information necessary for factor investigation is notified of an acceleration conversion data series αr and an in-car load (%) when the abnormality occurs. In this way, local recovery time can be shortened.

  In the present embodiment, the load data is converted into acceleration using an average value of predetermined load data during stop and constant acceleration among load data. In consideration of the vibration caused by the vibration, the occurrence of the vibration during constant acceleration, and the like, an abnormal value or an outlier caused by the vibration may be removed using a median instead of the average value of the load data.

  Further, in the present embodiment, the load data is converted into acceleration using a constant acceleration command value among the acceleration command values, but constant in an elevator where the deceleration (ie, negative acceleration) is larger than the acceleration. Instead of the acceleration command value, a constant deceleration command value may be used. Thereby, the S / N ratio can be increased to improve the accuracy.

  The present invention is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above are described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. In addition, it is possible to add, delete, and replace other configurations for some of the configurations of the embodiment.

DESCRIPTION OF SYMBOLS 1 ... Car 1a ... Car inner chamber 1b ... Car outer frame 2 ... Wire rope 3 ... Balance weight 4 ... Electric hoisting machine 5 ... Anti-vibration rubber 6 ... Load sensor 10 ... Control device 11 ... A / D converter 12 ... Car Internal load Load detection unit 13 Acceleration / deceleration travel command unit 14 Motor control unit 15 Load data & acceleration data sequence recording unit 16 Calculation of average load data during stop & constant acceleration & Zero point correction unit 17 Acceleration conversion unit 18 Abnormal vibration detection and notification unit 19 ... communication line 20 ... monitoring center

Claims (6)

In the elevator ride comfort diagnosis device for diagnosing the ride comfort of an elevator that drives a car up and down based on an acceleration command value based on the acceleration of the car,
A load sensor for detecting a load on the car;
A control device for converting a load detected by the load sensor into the acceleration of the car based on the acceleration command value;
Equipped with
The control device is characterized in that the load is converted into the acceleration of the car based on the load while the car is operating at a constant acceleration and the constant acceleration command value among the acceleration command values. A ride diagnostic system for elevators. In the elevator ride comfort diagnosis device according to claim 1,
The load sensor is installed between a car inner chamber and a car outer frame, and detects the load based on a change in distance between the car inner chamber and the car outer frame due to a change in the load. The elevator's ride comfort diagnostic device that features. In the elevator ride comfort diagnosis device according to claim 1 or 2,
The elevator ride comfort diagnosis device, wherein the control device corrects zero point when converting the applied load to the acceleration of the car based on the applied load while the car is stopped . In the elevator ride comfort diagnosis device according to claim 1 ,
The elevator ride comfort diagnostic device, wherein the control device detects an abnormality by comparing an acceleration of the car converted from the load and a predetermined threshold value . In the elevator ride comfort diagnosis device according to claim 4 ,
The control device reports information on the abnormality to a monitoring center and transmits data on the acceleration of the car to the monitoring center . In the elevator comfort diagnostic method for diagnosing the comfort based on the acceleration of the car,
Detect the load on the car,
The detected load is converted into the acceleration of the car based on the load during operation with constant acceleration of the car and a constant acceleration command value among acceleration command values. How to diagnose elevator ride comfort.

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