JPH05178562A - Running guiding device for elevator - Google Patents

Abstract

PURPOSE:To prevent the occurrence of an influence owing to irregular installation of guide rails by providing a means by which a running guide control command issued to a guide device for guiding an elevator car along a rail in an elevation passage is corrected according to a running guide state factor available during running of the cage. CONSTITUTION:A running guide device for an elevator is formed such that a car 1 installed between two guide rails 4-l and 4-2 fixed on a shaft wall surface by means of brackets 6 is run and guided by a non-contact magnetic guided device 9 and elevated and driven through a rope 5 by means of a drive device arranged to a machine room. In the running guide device, guide in a lateral direction of the car 1 is effected by means of electromagnets positioned facing each other in a direction extending between the guide rails. Guide in a longitudinal direction of the car 1 is effected by means of electromagnets positioned facing each other with the guide rails 4 nipped therebetween. Each electromagnet oil is energized and controlled by a control amplifier 10 according to a signal by means of which an electromagnetic control signal 13 generated by a gap command 11 and a gap signal 12 detected by a gap sensor is corrected according to a running guide state factor.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator system, and more particularly to an elevator control system capable of stably supporting and supporting an elevator car.

[0002]

2. Description of the Related Art Japanese Examined Patent Publication No. 3-39952 (Japanese Patent Application No. 61-222217)
No.) controls the guide sliding part of the lift car according to the position of the lift car based on the rail deviation table stored in advance, and accurately adjusts the guide sliding part to the track deviation of the guide rail. A continuous compensation method for lateral vibration of a lift car is described.

On the other hand, Japanese Patent Publication No. 58-39753 eliminates the need for guide rollers by controlling the gap between the non-contact magnetic guide provided on the car and the rail standing upright in the hoistway to be constant. , Proposals have been made to reduce vibration noise caused by rotation of rollers.

[0004]

In the first prior art, the guide sliding portion is pressed along the rail track, and
Control the position of the guide sliding part according to the car position according to the deviation value table, and measure the control command value given to the guide sliding part for the car position by the preliminary test run, and use this during normal operation. It is stated to do. However, there is no mention of the reflection of the sliding part control result such as the rolling condition during normal operation to the next operation, and the difference in running speed between the trial operation and the actual normal operation (high speed / ultra high speed operation) There is a problem in practical use in that it is impossible to check and correct the validity of the control command due to.

In the second prior art, it is stated that the gap between the non-contact magnetic guide and the rail is controlled to be constant. However, if there is rail irregularity due to the constant gap control, the non-contact is performed. There is an essential problem that the magnetic guide side, that is, the car side, rolls in response to the rail irregularity.

An object of the present invention is to solve the above-mentioned problems of the prior art, and to provide a traveling guide device for an elevator which is much less susceptible to the influence of improper installation of the guide rail each time the elevator is normally operated. is there.

[0007]

According to the present invention, the above object is to detect the rolling of the elevator car during normal operation, correct the control command based on the information determined based on the rolling, and use the control information. This is achieved by controlling the guide device.

[0008]

[Action] Since the guide device for the car is controlled by the control command which is modified by the traveling guide condition during normal operation, the car complies with the rail laying condition of the installation building after a certain amount of time has passed. Attitude control performance with very little roll can be achieved.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of a traveling guide device for an elevator according to the present invention will be described in detail below with reference to the drawings. FIG. 1 is a diagram showing an overall configuration of an elevator device to which the present invention is applied,
2 is a perspective view showing the structure of a pair of magnetic guides, FIG. 3 is a view for explaining the control of the magnetic guides, FIG. 4 is a basic flowchart for creating a gap command, FIG. 5 is a flowchart for calculating the current car position, and FIG. 6 is an example of a data table, FIG. 7 is a flowchart for detecting a traveling guidance state, FIG. 8 is a basic flowchart for explaining a gap command correction process, FIG. 9 is a flowchart for a data table value update program, and FIG. FIG. 11 is a perspective view showing the structure of the moving part, and FIG. 11 is a flowchart of a process for creating a pressing instruction for the sliding guide device.

1 to 3, 1 is a car, 2 is a car frame, 3 is a guide control device, 4-1 and 4-2 are guide rails, 5 is a rope, 6 is a bracket, 7 is a shaft wall surface,
8 is a connecting wire, 9 is a non-contact magnetic guide which is an example of a guide device, 9-1, 9-2, 9-4, 9-5, 9-7 are electromagnetic coils, 9-3, 9-6, 9 -9 is an iron core, 9-10, 9
-11 is a gap sensor, 9-12, 9-14, 9-1
Reference numeral 5 is a support plate, 10 is a control amplifier, and M1 to M3 are electromagnets.

An elevator system to which the present invention is applied is
As shown in FIG. 1, between the two guide rails 4-1 and 4-2 fixed to the shaft wall surface 7 by the bracket 6,
The car 1 supported by the car frame 2 is guided by a non-contact magnetic guide device 9 which is an example of a travel guide device,
It is suspended by a rope 5 and is configured to be movable in the vertical direction by a drive device (not shown).

The magnetic guide 9 is connected to a guide control device 3 for controlling the magnetic guide 9 via a communication line 8 such as current supply and sensor feedback, and the car 1
Is controlled along the guide rails 4-1 and 4-2.
In the illustrated example, four sets of the guides 9 are provided above and below and to the left and right of the car.

Next, one set of the guides 9 will be briefly described with reference to FIG. The guide 9 includes electromagnetic coils 9-1, 9
-2, an iron core 9-3, and a gap sensor 9-10 as a set of electromagnets M1 and electromagnets M2 and M having the same configuration.
3, supporting plates 9-12, 9-14, 9-1 in which these electromagnets M1 to M3 are fixed to the supporting frame 2 of the car 1
It is configured to be attached to 5. The guide 9 having the above-described configuration generates electromagnetic force in three directions with respect to the guide rail 4, applies a suction force to the guide rail 4, and controls the suction force to control the attitude of the car 1. I do.

In the guide 9 as described above, for example, the guide in the left-right direction of the car, that is, the guide rail direction is the electromagnet M1 facing in the guide rail direction.
Done in. In addition, the non-contact guide in the front-rear direction of the car is performed by the attraction force between the electromagnetic coil M2 and the electromagnet M3 that is opposed to the guide rail 4 in between.

The control of the electromagnetic force of these electromagnets M1 to M3 is carried out by a control amplifier 10 as shown in FIG. 3, whereby the gap between the electromagnets M1 to M3 and the guide rail is controlled.

That is, the control amplifier 10 receives the gap command 11 and the feedback signal by the gap signal 12 between the guide rail 4-1 and the electromagnet detected by the gap sensor, and gives the electromagnetic control signal 13 to the electromagnet to provide the gap. To control.

Further, the electromagnetic control signal 13 is detected by the current detector 14 and fed back to the control amplifier 10 as a current feedback signal 15. The control amplifier 10 thus controls the guide, but by further feeding back the acceleration, the speed, etc., the control performance can be improved.

Although the control of one electromagnet has been described above, the other electromagnets are controlled in the same manner, and the car is guided to the guide rail in a non-contact manner by the electromagnetic attraction force.

In the present invention, the rolling state of the car 1 during normal operation is measured, and the corresponding value of the gap commands tabulated for the position of the car 1 in the hoistway is described below. It is corrected, and learning control is performed so that the car does not shake with the corrected gap command in the next driving. Next, a specific method of creating the gap command 11 will be described in detail.

FIG. 4 shows a gap command creation program P10.
2 shows a schematic flowchart of. Here, the gap command value corresponding to the current car position is calculated. That is, in process P100, the current car position (PCP) is calculated. The calculation of the current car position (PCP) will be described in detail later. Next, in process P110, the gap command value 11 to each guide device, which has been tabulated in advance corresponding to the distance from the bottom or top floor position, is searched with the calculated current car position information (PCP). The command determined in step P120 is output to each control amplifier 10 as a gap command. The gap command creating program is managed by a higher-level task management program (not shown), and is normally activated every fixed time Δt.

FIG. 5 shows a flowchart of the current car position (PCP) detection program P100. First,
In process P101, the current counter value is read. This counter counts the output of a pulse generator (not shown here) that generates pulses as the car moves. Next, in process P102, the moving amount (TD) of the car is calculated. Here, the previous counter value is subtracted from the current read counter value. Next, the driving direction is checked in process P103, and process P10 is performed.
4, in P105, the current (current) car position (PCP) is calculated from the previous car position and the travel distance (TD), and in process P106, the current counter value is stored in the area for storing the previous car counter value. Is input to prepare for the next calculation, and in process P107, the current car position information is stored in the area for storing the previous car position, and the process ends.

FIG. 6 shows an example of a table of gap commands to be given to the respective guide devices, corresponding to the absolute positions from the bottom to the top floor. The guide device has three electromagnets at the upper and lower parts of the car and left and right of each, a total of 4 places, and each position has 3 electromagnets. Since only two left and right gap commands are required, all the gap commands need to have eight tables as shown in the figure. The numerical values described as examples in the figure are examples of the mm value of the gap command. Further, the interval of the absolute position from the bottom that must be stored is determined by the restriction of the memory area required for the eight data tables, the length per rail, the easiness of bending of the rail, and the like.
Although the processing time in this data table increases a little, if the upper guide and the lower guide are corrected by the data table value for the installation distance interval of both guides, the number of tables will be the upper guide or the lower guide in FIG. It is possible to omit either one of the two, and the data table can be halved to four.

The gap command used for normal traveling guidance control is generated by the above-mentioned program P10. Next, an embodiment relating to the correction of the gap command, which is a feature of the present invention, will be described in detail.

FIG. 7 is a flowchart showing the processing of the program P20 for detecting the current traveling guidance state of the car. First, in process P200, the rolling amount of the car, here, the lateral and longitudinal accelerations αrln of the car,
Detect αbbn. At the same time, the car position P at this time
CP is detected in process P210. Next, in process P220, it is determined whether or not the car accelerations αrln and αbbn are larger than a predetermined value. If the car accelerations are small (No in the figure), there is little rolling and the currently used gap command is the optimum value. In the near future, it is determined that it is not necessary to modify the command, and the process ends.
On the other hand, when the acceleration value is large (Yes in the figure), there is rolling, and it is determined that the currently used gap command is not appropriate, and command correction is necessary. In process P230, the car accelerations αrln, αbb should be used to correct the detected data.
n, the car position PCP is stored in the temporary storage register, and the process ends. Here, an example is shown in which the car acceleration signal is used as it is as the driving guidance state coefficient. The traveling guide state detection program P20 for this car is also managed by a higher-level task management program (not shown) similarly to the gap command creation program P10, and is normally activated every fixed time Δt.

FIG. 8 shows a gap command correction program P30.
It is a flowchart which shows the process of. First, process P30
Car acceleration in the temporary storage register at 0 αr
ln, αbbn, car position PCP are read out. Next, in process P310, it is determined whether or not the car acceleration is larger than a predetermined value, and if it is smaller, in process P320, the correction values Grln, Gbnn are set as the gap command correction send-off.
Is zero. This can suppress unnecessary fluttering of the command. If the acceleration is large, the correction value Grl is calculated from the acceleration values αrln and αbbn detected in the process P330.
Calculate n, Gbnn. The calculation method is Grln
= K * αrln, Gbbn = K * αbbn, a method of speeding up optimization by using a correction value as a value proportional to the acceleration value, or Grln = Δkrln, Gbbn = Δkb
Although a certain amount of time is required until the optimization is completed, such as bn, it is possible to use a method capable of suppressing the flutter in the optimization process. Next, in process P340, the normal gap command value group corresponding to the car position PCP is searched, and in the correction command Grln, Gbnn obtained in processes P320 and P330, the gap command value group is moved in the direction in which the car roll decreases. The data is corrected, the data is stored in the address corresponding to the car position PCP again, and the data corresponding to the car position is corrected. Then, at the end of this series of processes, in process P350, it is determined whether or not all the processes for the correction-required data regarding the current operation are completed,
If not completed, the same processing is repeated by returning to the processing P300. If there is no remaining data, the processing of all data collected for this operation is terminated. In addition,
This gap command correction program P30 is started while the elevator is stopped after the elevator has finished operating, and if the data collected during the operation is collectively processed while the elevator is stopped, the time required to complete optimization can be increased. There is an effect that can be shortened. Further, when the load of the task activated every fixed time Δt is light, this gap command correction program P30 has little influence on others. Good.

FIG. 9 shows a gap command correction program P30.
15 is a flowchart of a specific table update processing part P340 in the processing of FIG. In process P3401, it is determined whether the car has swayed greatly in the left-right direction. If No, the process in the left-right direction is skipped. If yes, process P
At 3402, it is determined whether or not the object has swayed to the right. If Yes, in Process P3403, the command values of the upper and lower right guides are increased by Grln so that the fluctuation becomes small. Next, in process P3404, the command values of the upper and lower left guides are reduced by Grln so that the fluctuation becomes small. On the other hand, if it sways to the left, in process P3405 the command values of the upper and lower left guides are increased by Grln so that the sway becomes smaller. Then, the process P3406
Reduce the command values of the upper and lower right guides by Grln so that the fluctuation becomes small. Further, a series of front-back direction update processing is then performed. In process P3407, it is determined whether or not the car has swayed significantly in the front-rear direction. If No, all processes are ended. If Yes, in process P3409, it is determined whether or not it swayed to the front side. If Yes, in Process P3409, the front and rear command values for the upper and lower right guides are increased by Gbbn so as to reduce the fluctuation. Next, in process P3410, the front and rear command values of the upper and lower left guides are increased by Gbbn so that the fluctuation becomes small. On the other hand, if it sways toward the rear side, in process P3411, the front and rear command values of the upper and lower right guides are reduced by Gbbn so as to reduce the sway. Next, the processing P341
At 0, the front and rear command values of the upper and lower left guides are reduced by Gbbn so as to reduce the fluctuation, and all the processes are finished.

According to an embodiment of the present invention, as mentioned above,
Since the guide system of the car is controlled by the control command that is modified by the traveling guide state during normal operation, the car will not move to a very horizontal position suitable for the rail laying condition of the installation building after some time has passed. Attitude control performance with less shaking can be realized. Also, even if the rail laying work is done roughly to some extent, the car will not be affected by it,
There is also the effect that the workability improvement effect becomes noticeable.

In the table updating process shown here, the values Grln and Gbbn in which the upper and lower command values are made common are used.
However, in the so-called unbalanced load situation where the passengers are biased into the car (in a non-uniform state) or the tail cord load is applied unevenly at the car position (acceleration signal ) May not be directly treated as the driving guidance state coefficient, but the upper value and the lower value may be independently corrected.

Although an example of directly updating the table is shown here, the correction value is separately stored as a table,
If the correction values Grln and Gbbn are modified by the traveling speed of the elevator at that time and used as a gap command, it is possible to delicately learn the difference in rolling due to the difference in traveling speed even at the same car position.

Further, when the table value in which the gap command is stored is modified, the travel used for the actual normal operation is separate from the initial value table of the travel guidance control command immediately after the elevator system starts up (immediately after the building is completed). If you have a guidance control command table and modify it,
This has the effect of making it easy to track changes over time such as rail installation. Further, there is an effect that the performance improvement can be visualized by the function of outputting the initial value table of the travel guidance control command and the modified travel guidance control command table or the difference between the two.

Next, another embodiment of the present invention will be described with reference to FIGS. Here, the guide device is shown in FIG.
As shown in FIG.
7, 9-18 with the sliding part 9-16 from the diagonal direction on the rail 4
It has a structure to be pressed against. Further, as shown in FIG. 11 by the pressing command creation program P40, first, the process P1
The predicted car position is calculated in 00, the command corresponding to the car position is retrieved from the command data table in process P110, and it is determined in process P410 whether the traveling speed of the car is slow. A process of correcting the command value retrieved in the process P420 so as to slightly weaken the force is performed, and a command is output to the control amplifier 10 in a process P120. With this configuration, even if a sliding guide device is used as the guide device, the pressing command can be reduced in a region where the car noise is high and the car speed is high. The effect that the guide device can be applied to a high-speed elevator has other effects.

[0032]

As described above, according to the present invention, the rolling of the elevator car is detected during normal operation, and the control command is corrected by the information determined based on the rolling, and the control information is used next time and thereafter. Since the guide device is controlled by driving, the unpleasant rolling of the car and the like can be reduced.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of an elevator device to which the present invention is applied.

FIG. 2 is a perspective view showing a configuration of a pair of magnetic guides.

FIG. 3 is a diagram illustrating control of a magnetic guide.

FIG. 4 is a flowchart of a gap command creation program.

FIG. 5 is a diagram for explaining a gap command creating program in detail.

FIG. 6 is a diagram for explaining a gap command creating program in detail.

FIG. 7 is a flowchart of a driving guidance state detection program.

FIG. 8 is a diagram for explaining a driving guidance state detection program in detail.

FIG. 10 is a diagram for explaining another embodiment.

FIG. 11 is a diagram for explaining another embodiment.

[Explanation of symbols]

1 ... Car, 2 ... Car frame, 3 ... Guide control device, 4 ... Guide rail, 5 ... Rope, 6 ... Rail bracket, 7 ... Hoistway wall surface, 8 ... Communication line, 9 ... Guide device, 10 ... Control amplifier , 11 ... Gap command, P10 ... Gap command creation program, P20 ... Travel guidance state detection program, P
30 ... Gap command correction program, PCP ... Current car position, .DELTA.t ... Predetermined time, .alpha.rln ... Detected lateral car acceleration, .alpha.bbn ... Detected longitudinal car acceleration, Grln ... Left and right gap correction value,
Gbbn ... gap correction value in the front-rear direction.

─────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] December 18, 1992

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of an elevator device to which the present invention is applied.

FIG. 2 is a perspective view showing a configuration of a pair of magnetic guides.

FIG. 3 is a diagram illustrating control of a magnetic guide.

FIG. 4 is a flowchart of a gap command creation program.

FIG. 5 is a diagram for explaining a gap command creating program in detail.

FIG. 6 is a diagram for explaining a gap command creating program in detail.

FIG. 7 is a flowchart of a driving guidance state detection program.

FIG. 8: Flow chart of gap command correction program
To.

FIG. 9 illustrates the gap command correction program in detail.
Illustration for.

FIG. 10 is a diagram for explaining another embodiment.

FIG. 11 is a diagram for explaining another embodiment.

[Explanation of Codes] 1 ... Car, 2 ... Car frame, 3 ... Guide control device, 4 ... Guide rail, 5 ... Rope, 6 ... Rail bracket, 7 ... Hoistway wall surface, 8 ... Communication line, 9 ... Guide device 10 ... Control amplifier, 11 ... Gap command, P10 ... Gap command creation program, P20 ... Travel guidance state detection program, P
30 ... Gap command correction program, PCP ... Current car position, .DELTA.t ... Predetermined time, .alpha.rln ... Detected lateral car acceleration, .alpha.bbn ... Detected longitudinal car acceleration, Grln ... Left and right gap correction value,
Gbbn ... gap correction value in the front-rear direction.

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Masanobu Ito 4026 Kujimachi, Hitachi City, Ibaraki Prefecture Hitachi Research Laboratory, Ltd. (72) Inventor Masayuki Shigeta 1070 Ige, Katsuta City, Ibaraki Hitachi Ltd. Mito Corporation Inside the factory (72) Inventor Toshio Meguro 1070 Ige, Katsuta-shi, Ibaraki Hitachi Ltd. Mito Factory (72) Inventor Takeki Ando 1-6 Kandanishikicho, Chiyoda-ku, Tokyo Within Hitachi Building System Service Co., Ltd. (72) Inventor Akihiro Ikeda 1-6-6 Kandanishikicho, Chiyoda-ku, Tokyo Inside Hitachi Building System Service Co., Ltd.

Claims (13)

[Claims] 1. An elevator system including an elevator car and a guide device for guiding the car along a rail in a hoistway, and a travel guide control command given to the guide device when the car is traveling. A travel guide device for an elevator, characterized in that it is provided with means for correcting it according to a coefficient. 2. The travel guide device for an elevator according to claim 1, wherein the travel guide control command is stored in a memory corresponding to a position in the hoistway of the elevator car. 3. The elevator traveling guide device according to claim 1, wherein the traveling guide control command is stored in correspondence with a load state in the car. 4. The elevator traveling guide device according to claim 1, wherein the traveling guide state coefficient is calculated from the rolling acceleration of the car or the load in the car. 5. The elevator traveling guide device according to claim 1, wherein the correcting means is operable when the traveling guide state coefficient exceeds a predetermined value. 6. The traveling guide device for an elevator according to claim 1, wherein the correction means is operable when the car is stopped. 7. The elevator traveling guide device according to claim 1, wherein the correcting means corrects the traveling guide control command in a direction in which the rolling of the car is reduced. 8. The elevator according to claim 7, wherein the correction means corrects the traveling guide control command in a direction in which the rolling of the car is reduced in proportion to the magnitude of the traveling guide state coefficient. Travel guidance device. 9. The elevator traveling guide device according to claim 7, wherein the correcting means corrects the traveling guide control command by a predetermined value in a direction in which the rolling of the car is reduced. 10. The elevator traveling guide device according to claim 7, wherein the correcting means corrects a traveling guide control command table different from the initial value table of the traveling guide control command. 11. The correction means has a function of outputting an initial value table of the travel guidance control command, a modified travel guidance control command table, or a difference between the two. Elevator travel guidance device. 12. A traveling guide device for an elevator according to claim 1, wherein the guide device is a non-contact magnetic guide. 13. The traveling guide device for an elevator according to claim 1, wherein the guide device is a sliding guide device.