JPS6093073A - Controller for hydraulic elevator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a hydraulic elevator control device suitable for application to a variable speed hydraulic elevator.

[Technical background of the invention]

Figure 1 is a diagram showing the control system of a general hydraulic elevator, where l is the cylinder that drives the elevator heel (hereinafter referred to as such), 2a, 2b2c+2dm2
e is an oil tank that stores car driving oil (hereinafter referred to as "oil"), and although separate tanks are shown for convenience, they will eventually be combined into one tank.

3 is a bonder for sending oil from the oil tank 2e to the cylinder l, 4 is a check valve R, 5 is a descending landing solenoid, 6 is a descending solenoid, 2 is a rising solenoid, 8 is a rising landing solenoid, 9 is descending valsive, 10 is bypass pulp, Jl.

Reference numeral 12 indicates a control circuit.

In such a configuration, when the car is lowered, oil is returned from the cylinder 1 to the oil tank 2b via the lowering valve 9 controlled by the lowering landing solenoid 5 and the lowering solenoid 6.

That is, when the solenoid 5.6 is energized, the oil passage from the control circuit 11 of the descending valve 9 to the oil tank 2a through the solenoid 5.6 is opened, so the balance of oil pressure of the descending pulp 9 changes. The descending valve 9 is fully opened,
The oil in the cylinder 1 is returned to the tank 2b through the lowering valve 9, thereby lowering the car at high speed.

In this state, when the solenoid 6 is demagnetized and only the solenoid 5 is energized, the descending valve 9 remains slightly open and closed, and the car descends at a low speed.

On the other hand, when the car rises, the lift solenoid 2 and the lift
Bypass valve lO controlled by floor solenoid 8
By closing f, the pond in the oil tank 2e is removed from the pump 3.
Check valve 4f: Oil is sent to cylinder l through check valve 4f.

That is, when the solenoid 7.8 is energized, the control circuit 12 of the bypass valve 10 outputs the solenoid 7 h /?
kiM is a bleeding oil path to the oil tank 2C is closed, so the oil pressure balance of the bypass valve IO changes and the bypass valve IO closes, until then the bypass valve IO
Since the oil from the pump 3, which had been returned to the oil tank 2d via the cylinder f, is injected into the 4h pressure cylinder l, the car moves up at high speed. In this state, when the solenoid 2 is demagnetized and only the solenoid 8 is energized, the bypass valve 10 is in a slightly closed state and the car moves up at a low speed.

Figure 2 shows an example of a conventional circuit for controlling the lift solenoid 2 and lift landing solenoid 8 mentioned above. , [JLX is the control relay for the lift f1 floor solenoid 8, UX is the control relay for the lift solenoid 2, 8L
D is wave speed command relay, X8 LD is deceleration command auxiliary relay, l8DL-N8DL is deceleration position detection switch, DC
Rll is a door close confirmation relay contact that closes when all doors are closed, [JDXl is a driving assistance relay contact that opens while the car is running, and 801.8D1 is a direction relay that closes when the car waits for the direction of rise and fall, respectively. Contact, X
Ul, XU2 are contacts that close only when the car rises, U
LXi is closed by the excitation of the control relay ULX.

[JXl is a contact that closes when the control relay is energized, 8LDr, 8LD2 is a contact that closes when the relay 8LD is energized, and X8LD1.

X8LD2 indicates the contact of the relay X8LD (which is closed by D excitation.

In the control circuit configured in this way, when the car is started, the direction relay contact 8 [Jl or δD1 is closed, and the driving assistance relay contact UDXI and the door close confirmation relay contact DCR1 are all closed, so the deceleration command is relay 8
LD is energized, and the contact f38LD1.8LD2 is closed by the energization of the wave velocity command relay 8LD. On the other hand, when the corner rises at high speed, the auxiliary relay contact XUI is activated.

Since all XU2 are closed, control relay ULX,
(JX is energized, which closes contacts ULX1.UX1 and energizes the lift and lift landing solenoids 2.8.

When the car approaches the deceleration position, one of the deceleration position detection switches -11+1DL-N81)L closes, deceleration command auxiliary relay X8LD is energized, and this contact X8
LD2 is closed and contact X 8 L I) l is opened. Therefore, the self-holding of the deceleration command relay 8LD is released, and the contacts 5LDl, 8LI')2 are therefore opened.

When the car passes the deceleration position, the deceleration position switch is activated! When all 18DL-N8DL are opened, the deceleration finger all auxiliary relay Y8LD is demagnetized, the contact X5LDI is closed, and the contact X8LD2 is opened. Therefore, the control relay ○X of the descending solenoid 2 is deactivated4, the excitation of the ascending solenoid 2 is released, and the overhead valve lO becomes in a small idle state. In this way, the car decelerates and rises.

[Problems with Background Art] As described above, the car is decelerated from a high-speed rising state to a landing speed based on a series of sequences, but there are problems as described below. That is, since the hydraulic elevator is controlled by opening and closing the bypass valve 10 and the descending valve 9 using oil as a medium by opening and closing solenoids 5.6° and 2.8, its control characteristics are affected by the oil pressure. For example, when the oil pressure changes, the time period from when the solenoid operates to when the bypass valve 10 operates changes, so the deceleration speed and the deceleration distance change. Specifically, as the oil pressure increases, the deceleration distance becomes shorter, and as the pressure decreases, the deceleration distance becomes longer.

Conventionally, the deceleration distance for this hole was set to suit when the oil pressure was low, taking safety into consideration.As the oil pressure increased, the deceleration distance became shorter, but on the other hand, the deceleration distance was set when the car was operating at low speed. This resulted in a longer period of time, leading to a decline in efficiency.

Therefore, in the past, the change in deceleration distance was handled by detecting the oil pressure and changing the timing of switching from high-speed to low-speed operation according to the oil pressure.
It had the following drawbacks.

■ Since the pressure detection switch is installed on the hydraulic piping,
This installation has a complicated structure and is prone to oil leakage.

(2) The pressure detection switch itself has a complicated structure and its external dimensions are large, so its installation requires a large spacer and is expensive.

(2) When the output of the pressure detection switch is output continuously, the output is small, a few millivolts, so it is easily affected by disturbances, etc., and high viscosity control cannot be performed.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide a hydraulic elevator control device that enables shortening of operating time and the same as the above-mentioned driving lessons, and does not require a pressure detection switch.

[□ Kiri 1 of the invention] In order to achieve the above object, the present invention detects the load of the car and changes the timing of switching the car from high-speed operation to low-speed operation according to the detected load value. This is to compensate for changes in speed and distance.

[Embodiments of the invention]

The present invention will be explained below with reference to all the drawings.

First, an embodiment of the present invention will be described with reference to FIG. 3, which differs from FIG. 2 only in the following points. That is, between the control power source PC and NO, there is a driving auxiliary relay contact UDX2 (a contact) which turns on and off when the load of the driving command is "no" - a contact X5LD3 of the deceleration command auxiliary relay X8LD (b contact) - a deceleration command relay. 8LD contact 8LD3 (b contact) - deceleration command auxiliary relay Ej8L
A series circuit of an on-delay timer 88LDT for D-deceleration command is connected. In addition, the deceleration finger auxiliary relay XFI
LD (/3Q point
The contact point FiSLDl (
1) A series circuit of contacts] is connected. Since the points other than those mentioned above are the same as those in FIG. 2, the explanation thereof will be omitted here.

The operation of the hydraulic elevator control system configured as described above will be explained below, but first the car's load force 5
A case will be described in which the cart detection switch WLb closes when the predetermined value is exceeded. When the car enters the deceleration zone from high-speed operation, the deceleration position detection switch I 8 J) L -N 8
D L OJ is closed and deceleration command auxiliary relay X8
LD is excited, contacts X5LDI and X8LD3 are opened, and contacts J and X1(LI')2 are closed. For this reason,
The self-holding of the deceleration command relay 8LD is released, and the contacts 8LD1, 8LD2 open (l), and the contacts S
L n 3.7+S closed. Car deceleration position detection switch I S L D 7 N 8 L D 'i ji
If it gets too long and all of these switches return to the open state, 3. & Speed command auxiliary relay X5LD is demagnetized, contacts X8L DIX8LD are closed, contact
LD2 opens. However, the control relay UX of the lift solenoid F (in Fig. 1) is connected to the load detection switch WL.
8 and filtration speed command auxiliary relay 88LD contact 88LDli
The operating state is maintained throughout. at the same time.

The timer b 8 LDT starts counting completely, and when fifl passes the pancreas at a certain time, it operates, and the deceleration command auxiliary relay 8
8LD is excited. Therefore, the deceleration command auxiliary relay 8
8LD contact 88 LDI is opened and control relay UX
Therefore, the solenoid 2 shown in FIG. 1 is deenergized, and the ascending valve IO remains in a quiet state. Therefore, the car decelerates and rises.

Next, the load of the car is small, and the load detection switch WL8
If it is closed, the control relay UX will be deactivated when the deceleration command auxiliary relay Garu.

Here, load detection switches WT, El and wave speed command tie'? -88TJDT Setting values and their effects will be described. In the conventional circuit shown in Fig. 2, there is a difference of 400 cm in the long distance between the car and the rated load of 100 between the unloaded state where no load is loaded on the car and the rated load of 100 cm, and the low speed. The operating time is about 2 to 8 seconds. Therefore, the setting of charge detection switch WL8 (fii:'
g, for example, 501 times the rated load of the car, and a timer for deceleration command 88 TJ 1. ) For example, if the setting value of T is about 0.4 seconds, then the
The difference in deceleration distance in C is about 20
0m, and the low speed 'JI: transmission time 11] is shortened to 2 to 5 seconds.

According to the embodiments of the present invention described above, it is possible to compensate for changes in low-speed operation time due to changes in deceleration distance caused by fluctuations in the car loaded with a car, and the operation time r can be shortened. In addition, since it is not necessary to install several pressure detection pipes in the hydraulic piping as in the conventional method, there are disadvantages to installing the TT due to the length of 1 m. Points, doors whose external dimensions become larger, shadows of disturbances, etc.? All the weak points can be resolved.

Is Fig. 4 another embodiment of the present invention? The circuit diagram shown differs from FIG. 3 only in the following points. In other words, the decrease between the contact 5LD3 and the control power supply bus NC is the command auxiliary relay 881.
．． Ey the series circuit of D and speed command timer 5SLDT.
The circuit described below is connected here. Deceleration command auxiliary relay I5OLD and deceleration command timer N8
Series circuit of LDTl, 5-speed command auxiliary relay 2saLD and deceleration command timer 88 LD 'I' 2 series circuit (not shown in the diagram), 9+ili operation command auxiliary relay 3 c38 LD (!: for deceleration command Thailand?-8S
LDT3 proboscis f circuit [omitted in the diagram], deceleration command auxiliary relay 48 S LD,! : Timer 8 for deceleration command
8 LDT4 series circuits are connected in parallel. In addition, the control power supply bus pc and contact X8LD2. XU2
Connect with load detection switch WL8 between the connection points of! 388
A series circuit of LD is not provided, and the circuit described below is connected. That is, a series circuit of the load detection switch WL81 and the contact 88LDI of the deceleration command auxiliary relay 188LD, a series circuit of the load detection switch WL82 and the contact 88LD2 of the deceleration command auxiliary relay 288LD (not shown in Figure C), and a load detection switch. WL83 and the contact point 88LD” of the deceleration command auxiliary relay 388LD (not shown), the load detection switch WL
84 and the starting point 88L of the flow velocity command auxiliary relay 488LD
The series circuits of D4 are connected in parallel. Since the points other than those mentioned above are the same as those in Figure j) 1'3, the explanation thereof will be omitted here.

Here, the load detection switches WL81 to W'1.
8.4 and deceleration command timer 88 L D Tl-
The setting value of 5SLDT4 is as follows. In other words, the load detection switch WL! Ill is 2 of the rated carrying capacity of the car.
The load detection switch WL82 closes when the car's rated load exceeds 50%, and the load detection switch WL83 closes when the car's rated load exceeds 75. The detection switches WL84 are each set to close when the rated load is reached. On the other hand, this contact 88LD1 opens when the timer 88LDTl for deceleration command is 0.1 second, and the timer 88LDTl for deceleration command opens.
This contact 88LD2 opens when LDT2 is 0.2 seconds, and this contact 88LD3 opens when the deceleration command timer 88LDT3 is 0.3 seconds, and then the deceleration command timer 88L
These contacts 88 and LD4 are set so that they open when DT4 is 0.4 seconds.

By doing this, the low speed operation time is 2 to 3.5
This can be further reduced to seconds than the previous embodiment.

Note that the present invention is not limited to the above-described embodiments, and the present invention is not limited to the above-mentioned embodiments. It may be configured such that the hydraulic elevator is continuously detected, and based on the detected output value, a computing unit calculates the time or amount for switching from high-speed operation to concave-speed operation, and thereby controls the hydraulic elevator.

〔Effect of the invention〕

According to the present invention described above, it is possible to compensate for changes in low-speed operation time due to changes in deceleration distance caused by changes in car load, thereby reducing the operation time, and eliminating the need for a pressure detection switch in a hydraulic elevator. A control device can be provided.

[Brief explanation of the drawing]

Figure 1 is a diagram showing the control system of a general hydraulic elevator.
FIG. 2 is a diagram showing an example of a conventional control device for the lift and rising landing solenoids shown in FIG. 1, FIG. 3 is a circuit diagram showing an embodiment of the hydraulic elevator control device of the present invention, and FIG. FIG. 3 is a circuit diagram showing another embodiment of the hydraulic engine 15-repeater control device of the invention. 2...-rise solenoid, 8...rise landing solenoid V, xo...bypass valve, UX, ULX...control relay SLD...deceleration command relay, X8LD・
...Deceleration command auxiliary relay, 88LDT. 88LDT1 to I'18LDT4...Timer for deceleration command, 8SLD...Deceleration command auxiliary relay, WL8LW
L81-WL84...Load detection switch. Applicant's attorney Takehiko Dosu - 16+

Claims (1)

[Claims] The car can be raised and lowered by the operation of a hydraulic cylinder,
In a hydraulic elevator capable of switching the hydraulic pressure in the hydraulic cylinder from high speed to low speed by controlling a control solenoid when the car is raised, a load detecting means for detecting a loaded vehicle in the corner, and an output of the load detecting means. A hydraulic elevator control device comprising: means for switching the operating timing of the solenoid according to the change in deceleration distance to compensate for changes in deceleration distance.