JPH05178563A - Running guiding device for elevator - Google Patents

Abstract

PURPOSE:To reduce an amount of a power consumed for an elevator by a method wherein a running guide control command issued to a guide device for guiding running of an elevator car along a rail in an elevation passage is decided according to the operation condition of the elevator. CONSTITUTION:A running guiding device for an elevator is formed such that a car 1 arranged between two guide rails 4-1 and 4-2 fixed on a shaft wall surface by means of brackets 6 is run and guided by means of a non-contact magnetic guide device 9 and elevation thereof is driven through a rope 5. Guide in a lateral direction of the car is effected by means of electromagnets positioned facing each other in a direction extending between guide rails. Guide in a longitudinal guide of the car is carried out by means of electromagnets positioned facing each other with guide rails 4 nipped therebetween. Energization to each electromagnetic coil is controlled by means of a running guide control command decided according to an elevator operation state not depending upon the position in the elevation passage of the cage and a consumption power is saved.

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 guiding and supporting an elevator car with low power consumption.

[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 sliding part control for elements that do not depend on the car position, and there is a problem in practical use that the power consumption required for travel guidance control cannot be sufficiently reduced.

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, that is, the control is performed by an element that does not depend on the position of the car. However, there is no mention of reducing the power consumption required for the driving guidance control, and there is a problem in practical use that the power consumption cannot be reduced according to the driving state. Further, if there is rail irregularity due to the constant gap control, there is an essential problem that the non-contact magnetic guide side, that is, the car side also rolls corresponding 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 travel guide device for an elevator which can reduce the power consumption of the elevator.

[0007]

According to the present invention, said object does not depend on the position of the elevator car in the hoistway,
This is achieved by determining a travel guide control command according to an element determined by operating conditions and controlling the guide device by this control command.

[0008]

The guide device for the car determines the traveling guide control command according to the operating condition element that is not determined corresponding to the position in the hoistway of the elevator car, and is controlled by this control command. Since the control force is not so large except under the required conditions, the attitude control performance of the car with less rolling can be realized with less power consumption.

[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 of the second gap command creation program,
FIG. 8 is a diagram showing the guide force of a pair of guide devices in relation to the second gap command value, FIG. 9 is a modification of the guide force, and FIG. 10 is a perspective view showing the configuration of the guide sliding portion. 11 is a flow chart of a process for creating a pressing command for the sliding guide device, and FIG. 12 is a flow chart of a second gap command creating program in another embodiment.

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, and 7 is a shaft. Wall,
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.

According to the present invention, a traveling guide control command given to the guide device is created according to the operating state of the elevator that does not depend on the position of the elevator car in the hoistway, and this command is used to prevent the car from shaking. To do. Next, a specific method of creating the control 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 is calculated as a combination of the first gap command value corresponding to the current car position and the second gap command determined from the elements that do not depend on the car position. 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, a first gap command value which is tabulated in advance corresponding to the distance from the bottom or top floor position is obtained by searching with the calculated current car position information (PCP), In process P120, the second gap command bias value determined from the elevator operating conditions is obtained, and process P130 is performed.
Then, the first and second command values are added, and the combined gap command value 1
1 is obtained, and the command obtained in the process P140 is applied to each control amplifier 1
It is output to 0 as a gap command. Note that this gap command creation program is managed by a higher-level task management program (not shown), and is usually a fixed time Δ
It is activated every t.

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. In addition, the interval of the absolute position from the bottom that must be stored is determined by the restriction of the memory area required for eight data tables, the length per rail, the easiness of deflection of the rail, and the like.
In addition, although the processing time of this data table increases slightly, if the upper guide and the lower guide are corrected by the data table value for the installation distance interval between both guides, the number of tables will be the same as 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 the traveling guide control of the car is generated by the above-mentioned program P10. Among these, the second gap command element affected by the operating conditions of the elevator, which is a feature of the present invention, will be described below. Show in detail.

FIG. 7 shows a program P120 for creating a second gap command determined by the operating conditions of the elevator.
It is a flowchart which shows the process of. First, process P12
In 01, it is checked whether the elevator is stopped, and if Yes, it is checked in process P1202 whether the elevator is stopped for a long time. If Yes, it is determined in process P1203 whether or not there is boarding from the stop floor to the car, and if not, process P12 is performed to suppress power consumption by the guide device.
At 04, the second gap command bias value is set to "small" to reduce the current value flowing through the electromagnet. The attraction force characteristic of this electromagnet will be described in detail below. Process P
If there is a passenger in the car at 1203 and if it is not stopped for a long time at process P1202, process P1
In 205, it is determined whether there are many passengers in the car. If there are many passengers, the second gap command bias value is set to “large” in processing P1206, giving maximum importance to the gap retention performance regardless of the power consumption of the electromagnet. Set and increase the current value flowing through the electromagnet. If the elevator is traveling, the traveling speed is determined in process P1207. If the traveling speed is low,
Since there is a possibility that the bias current may be reduced, process P1
At 208, the bias value is set to "medium" to achieve both power saving and appropriate gap control. When the traveling speed is fast, the process is branched to process P1205 in order to set the bias value to "medium" or more in order to avoid the deterioration of the gap control performance. Here, an example is shown in which the elevator speed, the number of passengers in the car, and the stop time are collectively considered as the operating conditions of the elevator, but of course, these factors may be considered individually. Further, in addition to this, an eccentric load element due to the influence of the tail cord fishing deviation or the like may be considered as the operating condition. FIG. 8 is a diagram showing a difference in attraction force characteristics due to a difference in the second gap command bias setting value. (A) shows the characteristics when the set value is "large", (b) shows the characteristics when the set value is "medium", and (c) shows the characteristics when the set value is "small". In the figure, the horizontal axis represents the difference between the left and right gaps between the pair of electromagnets and the rails, and when the left and right gaps are exactly the same, that is, when the car is at the neutral point, the operating point is at the zero point. Become. The vertical axis represents the generated attractive force of the left and right and combined electromagnets. Here, the second gap command is to command the attraction force values X and Y generated by the left and right electromagnets when the car is at the neutral point. In (a), since the bias setting value is “large”, the left and right electromagnets are in balance while generating a large amount of attractive force at the neutral point. In this mode, power consumption is large, but the force to stay at the neutral point against disturbance Is big. (B) shows a setting value of "medium" that achieves both energy saving and disturbance performance, and (c) shows a setting value of "small" that emphasizes energy saving and has a slightly weaker neutral point supporting force. Further, here, the vertical axis represents the suction force characteristic, but in reality, the second gap command for generating the suction forces X and Y is generated.

FIG. 9 shows an example in which the attraction force of the weakening side electromagnet is not made zero in order to enhance the ability of the two electromagnets to return to the neutral point when the gap deviation from the neutral point becomes large.

According to an embodiment of the present invention, as mentioned above,
Since the car guide device is also controlled by the gap control command that is determined by the operating conditions that do not depend on the car position in the hoistway, it is reasonable as a system that emphasizes energy saving when there is little need to strictly control the car gap. Operation control can be performed.

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 at 00, the command corresponding to the car position is retrieved from the command data table in process P110, and it is determined at 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. In this way, in addition to the energy-saving effect of weakening the actuator, even if a sliding guide device is used as the guide device, it is possible to reduce the pressing command in a region where the car speed is high where sliding noise increases, The effect that the sliding guide device, which has few sensors and is inexpensive, can be applied to a high-speed elevator, and other effects are produced.

Further, even if a guide roller is used instead of the sliding guide device of FIG. 10 and the guide roller is brought into pressure contact with the rail by an actuator, if the traveling guide control command is changed according to the operating conditions, As shown in FIG. 12, other effects such as energy saving effect due to “small” setting during long-time stop, energy saving due to excessive pressing force during high speed running (“medium” setting) and suppression of roller rolling noise are expected. it can.

Further, in a system using a non-contact magnetic guide and a guide roller which faces the rail in the hoistway as a guide device and is in pressure contact with a fixed spring pressure in the same manner as in the conventional system, a traveling guide control for the non-contact magnetic guide. If the gap command between the rail and the guide device, which is a command, is set to "small" or completely set to zero when the elevator is stopped as shown in Fig. 7, an energy saving effect can be obtained, and in the case of a long vacation, etc. The above-mentioned complete zero setting not only saves energy, but also has another effect of improving system reliability including parts such as coils. Moreover, even in the event of an unexpected accident such as a power failure, the guide rollers can be expected to provide some backup.

[0030]

As described above, according to the present invention, the driving guide control command is determined according to the operating condition element that is not determined corresponding to the position in the hoistway of the elevator car,
Since the car is controlled by this control command, the guide device does not generate a very large control force except for the situation that is required, and it is possible to realize the attitude control performance of the car with less power consumption and less rolling.

[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 second gap command creation program.

FIG. 8 is a diagram for explaining characteristics of a guide in detail.

FIG. 9 is a diagram for explaining characteristics of a guide in detail.

FIG. 10 is a diagram for explaining another embodiment.

FIG. 11 is a diagram for explaining another embodiment.

FIG. 12 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, PCP ... Current car position, .DELTA.t ... Predetermined time.

 ─────────────────────────────────────────────────── ─── 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 (11)

[Claims] 1. An elevator system comprising 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 is determined according to operating conditions of the elevator. A travel guide device for an elevator characterized by: 2. The travel guide device for an elevator according to claim 1, wherein the travel guide control command is a command element that does not depend on a position in the hoistway of the elevator car. 3. The travel guide control command is not determined corresponding to a first command element determined corresponding to the position of the elevator car in the hoistway and a second command element not determined corresponding to the position of the elevator car in the hoistway. 3. The elevator travel guidance device according to claim 1, wherein the travel guidance device is comprised of 4. The traveling guide control command includes at least an element determined from the traveling speed of the elevator or the amount of load in the car among the operating conditions of the elevator. Guide system for elevators. 5. The traveling guide control command strengthens mutual force between the hoistway inner rail and the guide device while the elevator is stopped, and while the elevator is traveling, the hoistway inner rail and the guide. The travel guide device for an elevator according to claim 2 or 3, further comprising an element for weakly determining a mutual force with the device. 6. The traveling guide control command strengthens the mutual force between the rail in the hoistway and the guide device when the load amount in the elevator car is large, and the load in the elevator car is increased. The travel guide device for an elevator according to claim 2 or 3, further comprising an element that weakly determines a mutual force between the rail in the hoistway and the guide device when the amount is small. 7. The traveling guide control command includes an element for weakly determining a mutual force between the hoistway rail and the guide device when the elevator is stopped for a long time. Alternatively, the traveling guide device for the elevator according to item 3. 8. The guide device is a non-contact magnetic guide, and the travel guide control command is a gap command between the hoistway rail and the guide device.
The traveling guide device for an elevator according to the item. 9. The guide device is a sliding device facing the hoistway inner rail and an actuator for controlling the pressure contact force thereof, and the travel guide control command is issued between the hoistway inner rail and the sliding device. 1 which is a pressure contact force command
The traveling guide device for an elevator according to the item. 10. The guide device is an actuator for controlling a pressure contact force between a guide roller facing the hoistway inner rail and the pressure contact force, and the traveling guide control command is a pressure contact force between the hoistway inner rail and the guide roller. The traveling guide device for an elevator according to claim 1, which is a command. 11. The guide device is a non-contact magnetic guide with a guide roller facing the rail in the hoistway, and the traveling guide control command is a gap command between the rail in the hoistway and the guide device. The traveling guide device for an elevator according to item 1.