JPH0578047A - Control device of fluid pressure elevator - Google Patents

Abstract

PURPOSE:To generate no large stopping shock, to realize a trade-off countermeasure to the closing operation speed of a main control valve, and to obtain a stable property, by making the operation speed of the main control valve variable according to the operating condition of an elevator. CONSTITUTION:A speed control circuit 102 provided to the control device 100 of a fluid pressure elevator converts the width and the frequency of the pulse output to the coil of a solenoid pilot valve SDH which controls a main control valve DV, according to the operating condition of the elevator, and the conditions whether it is a stop of the normal operation or an emergent stop, and the like. As a result, since the closing operation speed of the main control valve DV is increased, the operating speed is increased in a normal operation, the main control valve DV is closed up until an inverter control is cut off, and generation of a stopping shock is prevented. An in an emergent stop, the closing operation speed of the main control valve DV is reduced so as to reduce the shock.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid pressure elevator such as a hydraulic elevator, and more particularly to a control device for a fluid pressure elevator which controls speed by electric output of an inverter device or the like.

[0002]

2. Description of the Related Art In this type of fluid pressure elevator, as a flow control valve for controlling its speed, a pilot circuit for controlling the main control valve is provided with a large number of throttle resistors, and the pilot valve is turned on in accordance with a preset sequence. OFF
However, the structure is such that the speed control is performed sequentially by fluid pressure. Japanese Patent Laid-Open No. 60-15379 has been proposed as a method for performing automatic speed control of this type of fluid pressure elevator. Furthermore, as an example of a control device for a fluid pressure elevator that controls acceleration / deceleration by controlling a motor for driving a pump using an inverter,
JP-A 64-2982 and the like can be mentioned.

[0003]

In an inverter-controlled fluid pressure elevator, generally, the speed of a car is continuously controlled to almost zero speed, the main control valve is closed in that state, and then the inverter control is shut off. Target. Therefore, the closing operation speed of the main control valve has an important influence on the performance. That is, if the main control valve is not fully closed by the time the operation speed is slow and the inverter control is cut off, a stop shock will occur during steady operation. On the other hand, in the event of an emergency stop that shuts off the inverter control due to some abnormality, if the closing speed of the main control valve is high, a large shock will occur, which is dangerous. As described above, there is a trade-off in the closing operation speed of the main control valve, and it is difficult to realize control that overcomes this trade-off, and it is difficult to obtain stable performance. An object of the present invention is to provide a control device for a fluid pressure elevator, which realizes the above-mentioned demand for the closing operation speed of the main control valve with a simple configuration and can perform stable control.

[0004]

[Means for Solving the Problems] A car, a fluid pressure cylinder for raising and lowering the car, a pump for supplying or discharging a working fluid from a tank to the fluid pressure cylinder, and the fluid pressure cylinder and the pump. A main control valve that is provided between them and has a check function and a conduction function for the working fluid, an electromagnetic pilot valve that controls both functions of this main control valve, and a three-phase induction motor that operates the pump forward and reverse, In a controller for a fluid pressure elevator equipped with an inverter device for controlling a three-phase induction motor, the controller is:
The operating speed of the main control valve is variable according to the operating conditions of the elevator.

[0005]

[Function] The speed control circuit of the control device of the fluid pressure elevator outputs to the coil of the electromagnetic pilot valve that controls the main control valve according to the operating conditions of the elevator and the conditions such as stop of steady operation or emergency stop. Change the pulse width and its frequency. As a result, the closing operation speed of the main control valve changes, so the operation speed is increased during steady operation, and the main control valve is completely closed by the time the inverter control is cut off.
It is possible to prevent a stop shock. Further, at the time of emergency stop, the closing operation speed of the control valve can be slowed to reduce the shock.

[0006]

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows the entire system of one embodiment of the present invention,
Configure as follows. 1 is a tank for accumulating fluid, 2 is a power supply, 3 is an inverter, 4 is a three-phase induction motor, 5 is a pump, 6 is a check valve, 7 is a plunger, 10 is a cylinder, 1
2 is a pulley, 13 is a rope, 14 is a car, 15 is an encoder, 16 is a car interior destination floor register, 17 is a rail,
18 is a hall hall installed in the hall, 20U, 2
OD is an end deceleration position detector, 45 is a rotary encoder, DV is a main control valve having a fluid check function and conduction function, SDH and SDL are electromagnetic pilot valves, and 100 is a controller.

The control device 100 includes an operation control circuit 101,
A speed control circuit 102, a motor speed detection circuit 103, a car position detection circuit 104, a pulse width output circuit 105, and a solenoid valve drive circuit 106 are provided. The car position detection circuit 104 is
A signal from the encoder 15 is input, speed data from the encoder 15 is integrated, and a car position signal PS ₁₄ indicating a distance from the reference position and an elevator operation control floor FN are output. The operation control circuit 101 includes a car interior destination floor register 16, a hall call 18 installed at a landing, signals of the floor deceleration position detector 20 (20U, 20D) and a car position signal PS ₁₄ , an elevator operation control floor. Input the signal FN,
While outputting elevator up and down operation commands,
The difference between the car position signal PS ₁₄ and the level position data table of the floor to be stopped next is calculated, the remaining travel distance is calculated, and it is detected that the value is below the respective predetermined values one after another. SD, a landing stop position signal SP, a door opening permission zone signal DZ, etc. are output. Note that cage position data PS ₁₄ is Tankai deceleration position detector 20 U, the 20D signal 20 obtains the correct position data based on the value of each floor level position data table, rewrites thereto. It also outputs an emergency stop signal ESP. Speed control circuit 10
2 inputs the output signal of the operation control circuit 101, the output signal of the car position detection circuit 104 and the electric motor speed signal v _M detected by the electric motor speed detection circuit 103 via the rotary encoder 45, and inputs a speed control command to the inverter device 3. ,
The pulse width θ and its control time (cycle) t are output to the pulse width output circuit 105. Here, the pulse width θ and its control time t are stored as data in the speed control circuit 102, and are calculated or calculated based on a data group in which a value adapted to the output signal of the car position detection circuit 104 is stored. Is calculated. Further, since the control device 100 performs well-known vector control, it is necessary to detect the rotation speed of the three-phase induction motor 4, and the rotary encoder directly connected to the shaft of the three-phase induction motor 4 is required.
The output of the motor 45 is input to the motor speed detection circuit 103. The pulse width output circuit 105 outputs the pulse widths θPW1, θ
The pulse of PW2 is output to the solenoid valve drive circuit 106 to excite the solenoid pilot valves SDL and SDH.

Next, the elevator ascent and descent operations are
The inverter 3 receives the speed control command from the control device 100, controls the rotation of the three-phase induction motor, and drives the pump 5 that is capable of forward and reverse rotation and forms a fluid pressure source. The fluid pressure is supplied to the cylinder 10 via the main control valve DV, and by supplying and discharging the fluid in the cylinder 10, the plunger 7
To drive. The car 14 is connected to the pulley 12 and the plunger 7 via the rope 13 and moves up and down. The car 14 is provided with an encoder 15 that generates a pulse as the car 14 moves, and transmits a speed signal of the elevator to the control device 100. The main control valve DV is
It functions as a check valve at the time of stop and rise, and is switched by exciting the electromagnetic pilot valves SDH and SDL only at the time of fall to discharge the fluid in the direction of the tank 1.

The control of the operating speed of the main control valve will be described below with reference to FIGS. 2 to 5, "speed" is the speed curve of the elevator, "acceleration" is the waveform during elevator acceleration, "pump pressure" is the pressure curve of the pump 5, "SPL signal" and "SPH signal" are electromagnetic waves. Pilot valve SDL, SDH drive signal, "valve opening"
Represents the opening / closing curve of the main control valve DV. 2 and 3 show the operation speed of the main control valve when the present invention is not applied, and show the operation during the descent operation. FIG. 2 shows the operation during steady operation. When a start command is generated at point A, the three-phase induction motor 4 starts and the pump pressure is established. At the same time, when the opening / closing command of the control valve DV is turned on, that is, both the SPL signal and the SPH signal are turned on, the control valve DV opens,
The fluid on the cylinder 10 side can be discharged to the tank 1 via the pump 5. On the other hand, the speed of the car 14 is
As in the "speed" curve, the inverter 3 continuously controls from acceleration to deceleration, and the speed becomes almost zero at the point B. In order to close the main control valve DV in that state, S at the point C
Both the PL signal and the SPH signal are turned off. After that, the control of the inverter 3 is cut off at the point D, the three-phase induction motor 4 is stopped, and the generation of pump pressure is stopped. At this time, there is no problem if the closing operation speed of the main control valve DV is fast as shown by the broken line, but if the closing operation speed of the control valve DV is slow as shown by the solid line, it has an important effect on the performance. That is, if the operating speed is slow and the control valve DV is not completely closed by the time point D when the inverter control is shut off,
The car 14 is momentarily in a free-run state, and then the main control valve DV is rapidly closed, so that a large stop shock is generated during steady operation. Further, if the time until the inverter control is cut off is lengthened, the power consumption increases and the response of the passenger to the next call is delayed, so that the serviceability is deteriorated. For this reason, the closing operation speed of the main control valve DV should be high. On the other hand, if any abnormality occurs, the "speed" elevator speed curve, the "acceleration" waveform during elevator acceleration, the "pump pressure" pump 5 pressure curve,
Solenoid pilot valve S for "SPL signal" and "SPH signal"
The DL and SDH drive signals and the opening / closing curve of the "valve opening" of the main control valve are as shown in FIG. 3, and the closing operation of the main control valve DV is performed at the time of emergency stop where the inverter control is cut off at point E. If the speed is high, it causes a great shock and is dangerous. Therefore, the closing operation speed of the main control valve DV should be slow. As described above, there is a trade-off in the closing operation speed of the main control valve DV, and it is difficult to realize appropriate control, and it is difficult to obtain stable performance.

FIG. 4 and FIG. 5 show the operating speed of the main control valve when the present invention is applied, which is the operation during the descent operation.
FIG. 4 shows the operation during steady operation, and the operation from point A to point B is the same as in FIG. That is, at the point A, when a start command for the car interior destination floor register 16 or the hall hall call 18 is generated, the speed control circuit 102 operates by receiving the output of the operation control circuit 101 and drives the inverter 3.
As a result, the three-phase induction motor 4 is started and the pump pressure by the pump 5 is established. At the same time, the electromagnetic pilot valves SDH, SDL are output by the output of the electromagnetic valve drive circuit 106.
To control the opening / closing command of the control valve DV, that is, the signal on the open side, that is, SP
Both the L signal and the SPH signal are turned on. As a result, the main control valve DV is opened, and the fluid on the cylinder 10 side is pumped by the pump 5
It can be discharged to the tank 1 via. On the other hand, the speed of the car 14 is determined by the speed control circuit 102 by the inverter 3
To the deceleration start signal SD of the operation control circuit 101, the landing stop signal SP, and the car position signal PS ₁₄ of the car position detection circuit 104, and the acceleration speed is changed as shown in the "speed" curve of FIG. It is continuously controlled until deceleration, and becomes almost zero speed at point B. In order to close the main control valve DV in that state, both the SPL signal and the SPH signal are turned off at the point C. Here, the fact that the car 14 becomes zero speed means that the speed command of the speed control circuit 102 is in the zero state. Therefore, in the speed control circuit 102, after a predetermined time of several msec from this time (corresponding to point C)
Based on a data group that is stored as data and stores a value adapted to the output signal of the car position detection circuit 104, the calculated or calculated pulse width θ and its control time t are output. The pulse width output circuit 104 receives the pulse width θ and its control time t and outputs an ON pulse θPW ₁ having a small duty ratio. The solenoid valve drive circuit 106 drives the solenoid pilot valve SPL with a small "SPL signal" ON duty. As a result, as shown in the figure, the main control valve DV
The closing operation speed of is faster. After that, the inverter control is cut off at point D, the three-phase induction motor 4 is stopped, and the generation of pump pressure is stopped. At this time, since the control valve DV is completely closed, a large stop shock does not occur. Further, at the time of emergency stop, the speed control circuit 102 receives the emergency stop signal from the operation control circuit 101 and closes the main control valve DV in that state, so as shown in FIG. Turn off both signals. At the same time, the speed control circuit 102 outputs the pulse width θ and its control time t. Pulse width output circuit 104
Receives this pulse width θ and its control time t, and outputs an ON pulse θPW ₁ having a large duty ratio. The solenoid valve drive circuit 106 sets the solenoid pilot valve SPL to “SPL
The signal is driven by a large ON duty. This allows
As illustrated, the closing operation speed of the control valve DV becomes slow. Then, the inverter control is cut off, the three-phase induction motor 4 is stopped, and the generation of pump pressure is stopped. At this time, the control valve DV
Since the closing operation speed of is slow, a big shock will not occur. In this way, a trade-off measure regarding the closing operation speed of the main control valve DV can be realized, and stable performance can be obtained.

At the time of emergency stop, at the point E, S
The PH signal and the SPL signal are turned off, and then the SPL signal is set to a signal with a small duty, the closing operation speed of the control valve DV is once increased to shorten the operation delay time, and then the SPL signal is turned on. As a large signal, the closing operation speed of the main control valve DV may be slowed to reduce the stop shock.

In the above description, as a method for controlling the closing operation speed of the main control valve DV, a method of controlling the pulse width of the electromagnetic pilot valve is exemplified, but a pulse such as a voltage or current supplied to the electromagnetic pilot valve is used. A method of controlling the amplitude may be used. Further, in the above description, as the condition for controlling the closing operation speed of the main control valve DV, the stop condition of the stationary operation stop or the emergency stop is determined, but the speed of the car 14 before deceleration stop is determined. The same effect can be obtained by monitoring and slowing the closing operation speed of the main control valve DV when this speed is equal to or higher than a predetermined value, and increasing the closing operation speed of the main control valve DV otherwise.

[0013]

According to the present invention, the main control valve can be quickly closed during the steady operation by a simple means. Therefore, even if the inverter control is shut off and the pump pressure is stopped, the main control valve is stopped. Since the valve is fully closed, a large stop shock does not occur. On the other hand, at the time of emergency stop, the closing operation speed of the main control valve is slowed, so that a large shock does not occur. In addition, since the closing operation speed of the main control valve can be changed according to the operating conditions of the other elevator, a large stop shock does not occur. In this way, it is possible to implement a trade-off measure regarding the closing operation speed of the main control valve, and obtain stable performance.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a fluid pressure elevator showing an embodiment of the present invention. FIG. 2 is a time chart for explaining the operation of a conventional example. FIG. 3 is a time chart for explaining the operation of a conventional example. FIG. 5 is a time chart for explaining one operation of the embodiment of the invention. FIG. 5 is a time chart for explaining another operation of the embodiment of the present invention.

[Explanation of symbols]

 100 control device 101 operation control circuit 102 speed control circuit 104 car position detection circuit 105 pulse width output circuit DV main control valve SDH electromagnetic pilot valve SDL electromagnetic pilot valve

Claims (7)

[Claims] 1. A car, a fluid pressure cylinder for raising and lowering the car, a pump for supplying or discharging a working fluid from a tank to the fluid pressure cylinder, and a fluid pressure cylinder provided between the fluid pressure cylinder and the pump. , A main control valve having a check function and a conduction function of a working fluid, an electromagnetic pilot valve for controlling both functions of the main control valve, a three-phase induction motor for operating the pump in forward and reverse directions, and this three-phase induction motor In a fluid pressure elevator equipped with an inverter device for controlling the above, the operating speed of the main control valve is made variable according to the operating conditions of the elevator. 2. The control of a fluid pressure elevator according to claim 1, wherein the operating condition of the elevator is any one of the car speed before starting the stop or emergency stop during steady operation or the deceleration stop control. apparatus. 3. The operation speed of the main control valve according to claim 1 or 2, when the operating condition of the elevator is an emergency stop, or the operation speed of the main control valve is once increased and then delayed later. A control device for a fluid pressure elevator characterized by: 4. The control device for a fluid pressure elevator according to claim 1, wherein the operating speed of the main control valve is increased when the operating condition of the elevator is a stop during steady operation. 5. The main control valve according to claim 1 or 2, wherein the operating speed of the main control valve is slowed when the car speed before the deceleration stop control is started is equal to or higher than a predetermined value, or when the car speed is lower than the predetermined value. A control device for a fluid pressure elevator, characterized by increasing the operating speed of a control valve. 6. The control device according to claim 1, further comprising a control device including an operation control means, a speed control means, a car position detecting means, and a pulse width output means, wherein the operating speed of the main control valve is , The speed control means calculates based on the output signals of the driving control means and the car position detection means, and based on this calculation, the pulse width output means outputs a variable pulse pulse signal having a predetermined pulse width and a predetermined frequency. A control device for a fluid pressure elevator. 7. The fluid pressure elevator according to claim 1, wherein the operating speed of the main control valve is variable by controlling the amplitude of a signal for driving the main control valve. Control device.