JPH072456A - Running guide device for elevator - Google Patents

Abstract

PURPOSE:To always carry out an optimum suppression of horizontal vibration of a car by providing a feedback characteristics corrector in a feedback route for feeding back a vibration component of the car to a gap controller of a car frame guide device, and variably setting a correction constant in accordance with a car position and load weight. CONSTITUTION:A car of an elevator is provided with a car 1 supported through a vibro-isolating rubber 16 onto a car frame 2 suspended by a rope 5, to liftably support a car frame 2 by a non-contact magnetic guide (car frame guide device) 9 between guide rails 4 (4-1, 4-2). The magnetic guide 9 is controlled by a gap controller 3 so that a gap between the car frame 2 and the guide rail 4 obtains a fixed value. Relating to this gap controller 3, a feedback characteristic corrector 27 for outputting a feedback characteristic, corrected on the basis of a detection signal of an acceleration detector 21 for detecting longitudinal direction acceleration in a lower part of the cae frame 2, is provided, and in accordance with the feedback characteristic after correction, each of right/left front/rear gap controllers 3-1 to 3-4 controlled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator system,
In particular, the present invention relates to an elevator traveling guide device capable of stably supporting and supporting an elevator car.

[0002]

2. Description of the Related Art In Japanese Patent Publication No. 58-39753, a guide roller is not required by controlling a gap between a non-contact magnetic guide provided on a car and a guide rail standing upright in a hoistway. As a result, there has been proposed a travel guide device for an elevator that reduces vibrations and noise associated with rotation of rollers.

On the other hand, Japanese Laid-Open Patent Publication No. 52-103118 discloses a constant gap compensation control signal and an integral compensation signal for the gap between each magnet and the guide track and the lateral acceleration of the vehicle for controlling the gap of the magnetic attraction of an ultra-high speed vehicle. Variation of the magnet coil due to temperature, etc.
Proposals have been made to compensate for differences in flatness due to variations in mounting position, differences between detected signals and actual gaps, drifts in the acceleration detector system, etc. so that the vehicle can travel in the center of the track both transiently and steadily. Has been done.

[0004]

In the first prior art described above, when the track of the guide rail is bent, the car oscillates in response to it, which causes a problem of lateral vibration of the cab. .

The second prior art, which is a guide control technology for ultra-high speed magnetic levitation vehicles, uses the gap signal between the track and the vehicle and the lateral acceleration signal of the vehicle as compensation signals for the gap control. It is stated that the stabilization of According to this method, since the acceleration feedback of the vehicle is added to the gap control, it is possible to suppress the lateral vibration caused by the track bending. However, here, there is no consideration regarding the resonance phenomenon of the mechanical system (mainly the influence of the rope), the characteristics of which change depending on the elevator car position and the load weight, and there is a problem that the riding comfort changes depending on the operating state of the elevator.

An object of the present invention is to provide an elevator traveling guide device capable of optimally suppressing transverse vibration of a car regardless of the operating state of the elevator.

[0007]

According to the present invention, the above object is to determine the frequency, gain and phase characteristics of an acceleration feedback loop for detecting the lateral acceleration of the cab or car frame and returning it to the gap control circuit. This is achieved by providing a feedback characteristic correction means for correcting according to the elevator car position and the load weight.

[0008]

The feedback characteristic correction means operates so as to correct the frequency, gain, and phase of the acceleration feedback circuit according to the resonance characteristic of the mechanical system that changes according to the car position and the load weight. It works so as to always perform optimal lateral vibration suppression regardless of the operating state of the elevator.

[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 an explanatory view showing the overall structure of the first embodiment, FIG. 2 is a perspective view showing the structure of a pair of non-contact magnetic guides, and FIG. 3 is an explanatory view showing the detailed structure of a gap control device.
FIG. 4 is an explanatory diagram of the vibration suppressing operation.

In FIG. 1, a car room 1 is placed on a car frame 2 suspended by a rope 5 via a vibration-proof rubber 16. The car frame 2 has guide rails 4-1 and 4-
The non-contact magnetic guide 9 which is an example of a car frame guide device supports the space between the two.

The non-contact magnetic guide 9 is, as shown in FIG.
Electromagnets M1 composed of electromagnetic coils 9-1 and 9-2 and an iron core 9-3, and electromagnets M2 and M3 having the same structure as the electromagnets M1 are arranged in three directions facing the guide rails, respectively.
These are attached to a support plate 9-12 fixed to the car frame 2 to configure. Non-contact guidance of the car frame is realized by each of these electromagnets generating an electromagnetic attraction force. In addition, this non-contact magnetic guide includes a car frame 2 and a guide rail 4.
In order to control the gap with -1, it is necessary to know the gap values in three directions, and the gap detectors 9-10 and 9-11
Is attached, but not on the rear side in the front-rear direction (M3 side). As can be seen in FIG. 2, this is because the sum of the gaps in the front-back direction is structurally constant,
This is because the gap value on the rear side is calculated from the detected value on the front side, and the device is inexpensively configured. In such a non-contact magnetic guide 9, for example, the guide in the left-right direction of the car, that is, in the direction between the guide rails is performed by the electromagnet M1 facing in the direction between the guide rails. In addition, the non-contact guide in the front-rear direction of the car is performed by the attraction force between the electromagnet M2 and the electromagnet M3 that is opposed to the guide rail 4. By controlling this suction force by the gap control device 3, the gap between the car frame and the guide rail is controlled.

The gap control device 3 includes a guide rail 4-
The non-contact magnetic guide 9 is controlled so that the gap between 1, 4-2 and the car frame 2 follows the cap command 3-11 which is a constant value in this embodiment.

Now, a method of controlling the gap will be described by taking control of the front and rear direction of the lower part of the car as an example. Gap control device 3
Is provided for each electromagnet, and the front left electromagnet is controlled by 3-1, the left rear electromagnet is controlled by 3-2, the right front electromagnet is controlled by 3-3, and the right rear electromagnet is controlled by 3-4. .

Each gap control device basically uses the input gap command 3-11 and the gap detection value from the cap signal line 12, and the output is supplied to the electromagnet of the non-contact magnetic guide 9 via the current supply line 13. Configured as electromagnet current. FIG. 3 shows the left gap control devices 3-1 and 3-2.
The detailed configuration of is shown. In the gap control device 3-1, first, the gap command 11 is compared with the gap detection value from the signal line 12-1 to obtain the deviation. The obtained deviation is amplified by the proportional controller 3-1-1, and in response to this, the PW
The M signal generator 3-1-2 operates to generate a PWM signal. The switching circuit 3-1-3 receives the PWM signal and chops the DC voltage to generate a voltage according to the deviation. By applying this voltage to the electromagnet on the front side of the non-contact magnetic guide 9 on the lower left side of the car through the current supply line 13-1, the electromagnet current is supplied. With this configuration, the attraction force of the electromagnet on the front side becomes smaller as the gap on the front side becomes smaller, and the attraction force becomes larger as the gap becomes larger. At the same time, the gap control circuit 3-2 on the rear side performs an operation opposite to that on the front side, whereby the attraction forces of the electromagnets on the front side and the electromagnets on the rear side are alternately increased and decreased, and the gap is controlled to be constant.

In the rear side gap control device 3-2, a matching circuit with the reference value 3-2-8 is added in order to obtain the rear side gap detection value from the front side gap detection value. This reference value is the sum of the front gap and the rear gap, and is determined from the distance between the front and rear electromagnets and the rail width. This value is set so that the electromagnet will not come into contact with the rail in consideration of the operating range of the safety device, which is a safety device for the elevator, the installation accuracy of the rail, the response speed of the gap control, the elevator speed, and the like.

In each gap control device, the current feedback 3-1-5 or 3-that detects the electromagnet current by the current detector 3-1-4 or 3-2-4 and feeds it back to the gap command 11 is detected.
2-5 is provided so that the required current can be obtained even when the coil resistance of the electromagnet changes due to temperature change or the like, and each gap control can be stably performed.

Although the front-rear direction gap control on the left side of the lower part of the car has been described here, other front-rear direction controls also perform similar gap control. In the left-right direction control, the sum of the left and right gaps is not constant depending on how the guide rails are installed.Therefore, a gap detector is installed on each of the right and left sides, and the feedback to each control circuit is different from the front-back direction control. , And others are the same.

However, in this structure, if the installation track of the guide rail has a bend, the car frame 2 oscillates along the bend, and the transverse vibration resulting from this will occur in the car room 1.

Therefore, in order to suppress the vibration of the car room due to the swing of the car frame, as shown in FIG. 1, the longitudinal acceleration of the lower part of the car frame 2 is detected by the acceleration detector 21, and the detected acceleration signal is signaled. Gap control devices 3-1 to 3-4 in the front-rear direction of the lower part of the car via the feedback characteristic compensator 27 by line 2.
I am trying to return to. Hereinafter, this configuration is referred to as a car frame acceleration feedback.

The operation of suppressing the lateral vibration of the car by the feedback of the car frame acceleration will be described with reference to FIG. 4 by taking as an example the operation of the front gap control in the front left and right direction of the lower part of the car.

In FIG. 4, δR is the displacement of the front surface of the left rail, δ1 and δ2 are the gaps between the guide rail and the car frame at the lower left of the car, and I1 and I2 are the electromagnet currents at the lower left of the car,
α1 and α2 indicate longitudinal acceleration of the cab. Here, it is assumed that the car passes through a state where the rail surface is largely changed at the seam portion A of the rail, assuming that the rail is not installed properly.

First, the operation when there is no car frame acceleration feedback will be described. If the rail surface changes like δR at the rail joint A, the gap between the guide rail and the car frame will be δ1.
It changes rapidly like. Since the gap control device controls the magnetic guide so that the gap becomes constant, a current such as I1 flows through the electromagnet so that the gap δ1 becomes smaller. The car frame 2 moves so as to follow the rail surface δR by the attraction force of the electromagnet current I1, and the gap δ1 approaches a predetermined value. With the movement of the car frame 2, vibration such as α1 occurs in the car room 1 placed on the car frame 2. Also, this vibration is not only during the movement of the car but also after the electromagnet current I1 returns to a substantially predetermined value at the position B and the movement of the car is completed, the natural vibration of the elevator mechanical system is determined by the length of the rope and the weight of the car. It lasts for a few times and makes the ride uncomfortable.

Next, the operation when the car frame acceleration feedback is added will be described. Although the acceleration signal detected by the acceleration detector 21 is transmitted through the antivibration rubber 16,
The waveform conforms to 1. This signal has a feedback characteristic compensator 2 so that it has a waveform α1 'having a phase opposite to that of the cab acceleration α1.
After being subjected to the characteristic correction by 7, the gap command is matched as the vibration suppression signal α1 ′.

With this configuration, the electromagnet current becomes like I2 by combining the component of the vibration suppression signal α1 'with I1. Since the car frame operates in a phase opposite to the car room acceleration α1 due to the attraction force of the electromagnet current I2, the gap between the guide rail and the car frame becomes δ2. This movement slows down the movement of the car immediately after passing the rail joint A,
The acceleration peak is greatly suppressed, the continuous vibration after passing the position B disappears, and the cab acceleration becomes α2.

In the gap control device 3-2, since the vibration suppressing operation is performed in the opposite direction, the rear side vibration suppressing signal has a phase opposite to that of the front side vibration suppressing signal as shown in FIG. We are meeting the gap directive.

Further, the damping operation of the gap control devices 3-3 and 3-4 in the front and rear direction of the lower right portion of the car is performed in the same manner as the damping operation of the lower left portion.

By adding the car frame acceleration feedback to the gap control device as described above, the lateral vibration of the car becomes possible. The most important thing in this vibration suppression operation by car frame acceleration feedback is to optimally set the acceleration feedback characteristics in accordance with the response characteristics of the gap control circuit and the resonance characteristics of the mechanical system that controls the vibration characteristics of the car. . But,
Of these, the resonance characteristics of the mechanical system change significantly depending on changes in the elevator car position and load weight (number of passengers), and this change also becomes large especially in the case of ultra-high speed elevators that have a long up-and-down stroke. Therefore, if the correction multiplier of the feedback characteristic corrector 27 is set to be constant, even if the optimum vibration suppression is possible at a predetermined car position and load weight, not only the vibration suppression effect cannot be obtained under other conditions, On the contrary, it may cause divergent vibration.

In the present embodiment, the feedback characteristic compensator 27 is designed so that its compensation constant can be changed according to the elevator car position and the load weight. The details of the feedback characteristic corrector 27 will be described below with reference to FIG.

The feedback characteristic corrector 27 includes a frequency correction unit 27-1 for correcting the frequency of the feedback signal, a phase correction unit 27-2 for correcting the phase, and a gain correction unit 2 for correcting the gain.
7-3 and a communication unit 27-5 that receives information on the car position and the load weight from the elevator control device 26 by communication,
A correction constant storage unit 27-6 for storing preset optimum characteristic correction constants corresponding to the car position and the load weight,
It is composed of a search output processing unit for searching the correction constant storage unit 27-6 for a characteristic correction constant corresponding to the information on the car position and the load weight obtained by communication and giving it to each corrector.

The elevator control device 26 includes a car position calculating unit 26-1 for calculating the current car position from a detection signal from a car position detector (not shown), and a current load weight based on a detection signal from a load weight detector (not shown). And a communication unit 26-3 for communicating information on the car position and the load weight to the feedback characteristic compensator 27.

With this configuration, the feedback characteristic compensator 27 can set the frequency, phase, and gain characteristics of the feedback signal according to the car position and the load weight, so that the car position and the load weight change, and the elevator Even when the resonance characteristic changes, vibration is always optimally suppressed by the car frame acceleration feedback, and a comfortable ride can be obtained.

In the embodiment of FIG. 1, an example in which the acceleration of the lower part of the car frame is returned to the gap control device of the lower part is described, but it is more effective if the same car frame acceleration feedback is applied to the upper part of the car. is there. In this case, it is most effective to feed back the acceleration of the lower part of the car to the gap control device of the lower part of the car and the acceleration of the car frame of the upper part of the car to the upper part of the car, but if you want to avoid adding an acceleration detector, It is also effective to feed back the lower car frame acceleration signal to the upper and lower gap control devices. Further, in this case, it is more preferable that the correction value of the feedback characteristic corrector 27 is set to the optimum value according to the resonance characteristics of the upper and lower portions. Further, although the vibration suppression when the elevator passes through the place where the guide rail is not installed well is described as an example, the present invention applies the device that detects the vibration component generated in the car and suppresses it, so that the car The same effect can be obtained when vibration is suppressed against disturbance caused by passenger movement within the vehicle.

Further, in the present embodiment, the example in which the front and rear gap control is provided with the vibration suppressing effect is shown. However, the present invention has the same effect when the left and right gap control is provided with the similar vibration suppressing effect. Can be obtained. In this case, the car frame acceleration feedback is configured so that the left and right acceleration detection values of the car frame and the right and left gap control devices are fed back so that the left and right magnetic guides operate in anti-phase with the acceleration of the cab, respectively. The feedback characteristic correction constant is set to an optimum value according to the mechanical resonance characteristic in the left-right direction.

As described above, according to the present embodiment in which the feedback characteristic compensator whose correction constant changes according to the car position of the elevator and the load weight is provided for the car frame acceleration feedback, the car position and the load weight are changed and the mechanical system is changed. Since the vibration can be optimally suppressed at all times even if the resonance characteristic of the car changes, the lateral vibration of the car frame can always be minimized even when the car is traveling in a hoistway where the guide rail is not installed properly. In addition, an elevator using this technology can simplify the work of installing the guide rails, and thus has the effect of providing a cheaper elevator.
In particular, the effect is great in a high-lift elevator, in which accurate installation of the guide rail is difficult and the mechanical system resonance characteristics greatly change depending on the car position.

Next, a second embodiment of the present invention will be described with reference to FIG. In the first embodiment, the acceleration of the car frame is configured to be returned to the gap control device, whereas in the second embodiment, the acceleration of the cab is configured to be returned to the gap control device. The points are different. Even when the feedback circuit is configured in this way, the vibration of the cab is feedback-controlled by the gap control device, so that the vibration suppressing effect is similarly obtained, and the vibration suppressing optimizing effect according to the present invention is also similarly obtained. In this case, however, the anti-vibration rubber will be present in the feedback loop, so the correction constant of the feedback characteristic correction circuit must be determined in consideration of the characteristics of the anti-vibration rubber.

A third embodiment of the present invention will be described with reference to FIG. In the first embodiment, the car frame guide device is composed of only the non-contact magnetic guide 9, whereas in the third embodiment, the non-contact magnetic guide 9 and the guide roller 9'are provided side by side. Even when the car frame guide device is configured as described above, the effects of the present invention can be obtained similarly. Further, in the case where the car frame guide device is configured in this way, the attraction force required for the non-contact magnetic guide can be set smaller than in the first embodiment, so that the size and weight of the electromagnet and the power consumption can be reduced.

Next, a fourth embodiment of the present invention will be described with reference to FIG. In the first, second and third embodiments, the application examples are shown in which the non-contact magnetic guide is used as the car frame guide device and the non-contact magnetic guide and the guide roller are used together. The car frame guide device which can obtain the above-mentioned can have any structure as long as it has a gap holding force between the guide rail and the car frame and the gap holding force can be controlled. Therefore, in the fourth embodiment, the car frame guide device 9 is configured by combining the hydraulic jack 31 and the roller 29. A hydraulic drive device 30 that generates a driving force for the hydraulic jack is provided between the car frame guide device 9 and the gap control device 3 configured as described above, and is sent to the hydraulic jack 31 according to the output 13 of the gap control device. The amount of hydraulic oil can be changed. Also in the fourth embodiment configured as described above, the acceleration of the cab is returned to the gap control device and the correction constant of the feedback characteristic corrector provided in the feedback path is changed according to the car position and the load weight. By the same operation as in the second and third embodiments, the optimum vibration suppressing effect can always be obtained regardless of the car position and the load weight.
However, in this case, the hydraulic drive device 30 and the hydraulic jack 3
It is necessary to set the feedback characteristic correction constant in consideration of the response characteristic of zero.

Further, the same effect can be obtained when the car frame guide device is constructed by changing the roller to the shoe and the hydraulic jack to the solenoid.

If all of the car frame guide devices are constituted by magnetic guides or hydraulic guides whose gaps can be controlled, the device becomes expensive. It may be possible to use a magnetic guide only in the upper or lower part to make the structure cheaper, but in this case, it is more effective to reduce the vibration by providing the magnetic guide under the car that supports the cab. is there.

[0041]

According to the present invention, a feedback characteristic compensator is provided in the feedback path for returning the vibration component of the car room or the car frame to the gap control device of the car frame or car room guide device, and the correction constant is used for the elevator car. Since the position and load weight can be changed according to the position and load weight, the lateral vibration of the car can be optimally suppressed even if the resonance characteristics of the elevator mechanical system change. It is possible to sufficiently suppress the swing of the car due to the car and the lateral vibration of the car due to the movement of passengers in the car, and it is possible to smoothly guide the travel of the car.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a first embodiment of the present invention.

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

FIG. 3 is an explanatory diagram showing a detailed configuration of a gap control device.

FIG. 4 is an explanatory diagram of a vibration suppressing operation by acceleration feedback.

FIG. 5 is an explanatory diagram showing details of a feedback characteristic corrector.

FIG. 6 is an explanatory diagram showing a second embodiment.

FIG. 7 is an explanatory diagram showing a third embodiment.

FIG. 8 is an explanatory diagram showing a fourth embodiment.

[Explanation of symbols]

1 ... Car room, 2 ... Car frame, 3 ... Gap control device, 3-
1-1 ... Proportional controller, 3-1-2 ... PWM signal generator,
3-1-3 ... Switching circuit, 3-1-4 ... Current detector, 3-1-5 ... Current feedback, 3-1-6 ... Phase adjuster,
3-2-8 ... reference value, 3-11 ... gap command, 4 ... guide rail, 5 ... rope, 9 ... car frame guide device 12,
25 ... Signal line, 13 ... Current supply source, 16 ... Anti-vibration rubber, 2
6 ... Elevator control device, 28 ... Communication line.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Toshiaki Kurosawa 1-6, Kandanishiki-cho, Chiyoda-ku, Tokyo Within Hitachi Building System Service Co., Ltd. (72) Inventor Masahiro Kontani 1-chome, Kandanishiki-cho, Chiyoda-ku, Tokyo Shares Inside the Hitachi Building System Service (72) Inventor Hiromi Inaba 7-1-1 Omika-cho, Hitachi-shi, Ibaraki Hitachi Ltd. Hitachi Research Laboratory (72) Inventor Masachika Yamazaki 7-chome, Omika-cho, Hitachi-shi, Ibaraki No. 1 Hitachi Ltd., Hitachi Research Laboratory (72) Inventor Masayuki Shigeta 1070 Ichimo, Katsuta-shi, Ibaraki Prefecture Mito Plant, Hitachi, Ltd. (72) Masanobu Ito 1070 Ichimo, Katsuta-shi, Ibaraki Co., Ltd. Hitachi, Ltd. Mito Plant (72) Inventor Toshio Meguro 1070 Ige, Katsuta City, Ibaraki Prefecture Stock Company Hitachi Plant Mito in the factory

Claims (10)

[Claims] 1. A car frame of an elevator, a car room mounted on the car frame, a car frame guide device for guiding the car frame along a guide rail in a hoistway, and between the car frame and the guide rail. A gap control device for controlling the gap of
In an elevator system provided with an acceleration feedback loop for detecting a lateral acceleration of the car room or the car frame and returning the acceleration to the gap control circuit, a feedback characteristic correction means for correcting the feedback characteristic of the acceleration feedback loop depending on the state of the elevator. An elevator travel guide device comprising: 2. The traveling guide device for an elevator according to claim 1, wherein the feedback characteristic correction means corrects the feedback characteristic using the elevator car position as an element. 3. The traveling guide device for an elevator according to claim 1, wherein the feedback characteristic correction means corrects the feedback characteristic by using a load weight as an element. 4. The traveling guide device for an elevator according to claim 1, wherein the feedback characteristic correction means corrects at least one of frequency, gain and phase of the feedback signal. 5. The acceleration of the car frame according to claim 1,
A traveling guide device for an elevator that returns what is detected from the upper part of the car to the upper part of the car and that detected from the lower part of the car to the gap control circuit above the lower part of the car. 6. The traveling guide device for an elevator according to claim 1, wherein the car frame guide device is a magnetic guide formed of an electromagnet that generates an attraction force between the car frame guide device and the guide rail. 7. The car frame guide device according to claim 1, wherein the guide roller or guide shoe presses the guide rail against a hydraulic jack or solenoid that generates a gap holding force between the guide rail and the car frame. Elevator travel guide device configured by mounting. 8. The elevator traveling guide device according to claim 1, wherein the car frame guide device has the guide roller and the magnetic guide provided side by side with the car frame. 9. The traveling guide device for an elevator according to claim 1, wherein the magnetic guide is installed in a lower portion of a car. 10. The traveling guide device for an elevator according to claim 1, wherein the gap control device is provided with a current feedback for stabilizing the gap control.