JPS61263579A - Speed controller for 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 an elevator speed control device, and more particularly to an elevator speed control device that is effective in increasing the transportation capacity of high-speed elevators in which a plurality of elevators operate as a group. It is.

[Technical background of the invention and its problems]

In large-scale buildings, mainly office buildings, elevators are indispensable as a means of vertical transportation. By the way, the ratio of the floor area that can actually be used for offices, etc. to the total floor area of a building is called the rental ratio, and as a building owner, it is important for building management to keep this rental ratio as high as possible. Since it is advantageous, you want to minimize the area other than the living area. Therefore, in this sense, there has been a strong demand to keep the number of elevator facilities to a minimum.

By the way, in the elevator equipment plan, the capacity of the elevator,
The rated speed 9, number of service floors, etc. are generally determined by traffic calculations at the time of dispatch, which requires the most transportation capacity, and is based on the number of people who can be transported in 5 minutes for the target residential population. (This is called the 5-minute transport capacity ratio). The rated speed of the elevator is selected so that it can take you to the top floor within 3 Q SeO, but even if you go faster than necessary (even if you do so, the time you can run at high speed is short and it is almost ineffective,
This is disadvantageous because the dimensions required for safety, such as buffers and top clearances, are large, so they are determined almost uniquely depending on the lifting stroke. In addition, although having a large number of passengers is advantageous in increasing transportation capacity, if the number of passengers is too large, the lost time required for passengers to enter and exit becomes long, making it less effective.

Therefore, it is said that it is better to have a wide frontage and a short depth, but the limit for general use is about 24 to 28 people.

Therefore, in order to optimize transportation capacity, it is common practice to select the number of elevators that operate as a group and the number of service floors. For example, if you reduce the number of service floors shared by a group and increase the number of elevators, transportation capacity will increase, but since the number of floors in the entire building remains unchanged, the number of groups will also increase and the area occupied by elevators will increase. This lowers the rentable ratio and goes against the request to improve the rentable ratio.

For this reason, there has been a desire to be able to secure transportation capacity even if the number of elevators in a group is reduced without increasing the number of floors serviced by the group.

[Purpose of the invention]

The present invention has been made in view of the above circumstances, and its purpose is to provide a good ride comfort during normal times when there is sufficient transportation capacity by varying the driving speed pattern, and to provide a comfortable ride during peak demand. Elevator speed control that makes it possible to meet peak demand with a smaller number of elevators and improve the rental ratio by ensuring transportation capacity even if it sometimes sacrifices ride comfort. The purpose is to provide equipment.

[Summary of the invention]

That is, in order to achieve the above object, the present invention provides a setting means for setting at least one of the acceleration/deceleration and acceleration change rate of each elevator to a higher value than usual during a preset time period or when traffic demand is high. The system increases at least one of the acceleration/deceleration speed or acceleration change rate of each elevator during a preset time period or when there is traffic demand, thereby increasing operating efficiency even at the expense of some comfort compared to normal times. It is characterized by being made to do.

[Embodiments of the invention]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a circuit diagram showing one embodiment of the present invention.

In FIG. 1, 1 is a time-based speed pattern generator, which includes operational amplifiers OP1 and OR3, integrating capacitors C1 and C2, variable resistors VRI to VR4, and VRIO.
I~VR103, resistor R1~RIOI, diode [)
1, [)2 and Dlol.

D 102, and relay A of the circuit shown in FIG.

Depending on the operation of the B, M, N and C contacts, a time-based speed pattern voltage Ut is output that provides the desired speed reference. 2 is a distance-based speed pattern generator, which is attached to the floor selector of the elevator and receives the partial voltage output vi of a potentiometer POT that rotates according to the distance to the landing point of the elevator, and calculates the absolute value of the voltage -IVi. an absolute value inverting amplifier ABS that outputs l, an operational amplifier OP4,
Square root generator 5QR1 Variable resistor for acceleration/deceleration setting VR5
.

VR105, variable resistor VR6 for setting acceleration/deceleration rate of change,
VR106 (variable resistor VR5.

VH2 is for standard value setting, variable resistor VR105゜yR
ioe is for value setting during high traffic demand), resistor R5,
R6 and R105, the relay M for transportation capacity enhancement operation command shown in FIG. 2, which is energized by the closing of the time zone contact UPT.
, N, which operates according to the selection of rotary switch SW1, which will be described later, when the service detection relay LT is operated during the time period or during lunch.The acceleration/deceleration setting variable resistor VR5 or VR105, which is selected by the relay M and N, operates according to the selection of the rotary switch SW1, which will be described later. A distance base in which the creep distance is proportional to the square root of the distance to the elevator landing point corrected according to the values of the variable resistors VR6 and VR106 for speed change rate setting, and thereby the deceleration becomes a constant value βm. The speed pattern voltage V
Output S.

Therefore, the distance-based speed pattern voltage VS is set according to the setting 1 of the acceleration/deceleration setting variable resistor VR5 or VR105 and the acceleration/deceleration change rate setting variable resistor VR6 or VR106 selected by the operation of relays M and N; It becomes something.

3 is a speed pattern selection circuit, which includes a resistor R4 and a diode D3. D4, time-based speed pattern voltage v
t and the distance-based speed pattern voltage VS are compared, and the lower voltage is output as the elevator speed reference voltage vp. 4 is the maximum speed detector of the elevator, which has a circuit configuration as shown in Fig. 5, and when the time-based speed pattern reaches a constant value v1 near the maximum speed according to the setting of variable resistor VR11 in the circuit of Fig. 5. , activates relay E. In addition, in FIG. 5, 0P11 is an operational amplifier,
R11 and R12 are resistors.

Reference numeral 5 denotes a layer-side speed detector, which is configured with the circuit shown in FIG. 6, and operates the relay F when the output -vt of the operational amplifier OP1 in the time-based speed pattern generator 1 is zero, that is, when the acceleration is zero. . In addition, 0P12 in Fig. 6 is an operational amplifier,
R13 is a resistor.

Reference numeral 6 denotes a speed detector, which has a circuit configuration as shown in FIG. 7, in which the difference between the distance-based speed pattern VS and the time-based speed pattern VT is constant l[ according to the setting of the variable resistor VR21 in the circuit shown in FIG. When the following occurs, relay G is activated. In the circuit of FIG. 7, operational amplifier 0P21 is used for polarity inversion, and operational amplifier 0P22 is used for relay operation.

FIG. 8 shows a floor selector for operating the potentiometer POT described above and a cam switch CAM used in a relay operation circuit described later, and its structure is well known. 8th
In the figure, 12 is a synchronizing table that moves in conjunction with the elevator car 20, and 11 is an advancing table that is moved to a floor position according to the floor command of the elevator using an electric motor 14, a gear 15, a clutch 16, and a pawl 17. , 13 are differential gears that rotate according to the misalignment between the advance stage 11 and the periodic stage 12, and are connected to the shaft 18.

The differential gear 13 rotates at the maximum angle until it is limited by a stopper 19 when the number of floors moved by the elevator based on the floor command is large, but rotates only halfway when the number of floors moved is small. However, as the elevator approaches the command floor,
In either case, the differential gear <,, 13 returns to the position of the rotating layer.

For this reason, the cam switch CAM is used when the number of floors traveled is large, that is, during long run operation.
The contact CAM-b opens after the start of activation, and closes when the elevator approaches the stopping floor to a certain distance. Further, when the number of floors to be moved is small, that is, during short run operation, the contact CAM-b of the cam switch CAM remains closed.

In reality, VP is always a positive voltage regardless of the driving direction, so it is necessary to add a circuit that inverts the polarity depending on the driving direction, a circuit that generates a landing pattern, etc. Since it is not directly related, it will be omitted here. Furthermore, in the above diagram, P and N indicate power busbars.

Figure 2 shows a relay circuit that gives commands to Figure 1, and suffixes -a and -b indicate normally open contacts of relays, etc., respectively.

Indicates a normally closed contact. In the diagram, PC and NG are power busbars, U-a
, D-a indicate the normally open contacts of the elevator's ascending operation command relay and descending operation command relay (not shown), which are closed when the elevator receives an ascending or descending call and closes the door, and when the elevator reaches the destination floor. CAM-b is a contact point of a cam switch operated by the floor selector described above. A
, B, and C are each a relay, and UDX is a time relay,
R50 and C50 are resistors and capacitors for providing off-delay characteristics to this time relay UDX. Therefore, this time relay (J[)X operates with a predetermined time delay when the relay C operates.

In addition, relay C operates when the ascending operation command relay or descending operation command relay operates, and relay A operates when the ascending operation command relay or descending operation command relay operates,
In addition, it operates when relay E is inactive or time relay tJDX operates. In addition, relay B is activated when the ascending operation command relay or descending operation command relay is activated, and when the time relay LIDX or relay F is not activated or when the cam contact CA is activated.
Operates when M-b is closed.

The UPT is a time zone contact of a clock device (not shown) and is set to be turned on only between 8:00 a.m. and 9:00 a.m. on a set day of the week (for example, Monday through Friday).

LT-a is a normally open contact of a known lunchtime service detection relay LT (not shown) that detects an increase in traffic demand to the cafeteria floor during lunchtime, and SWl is a double rotary switch. M and N are relays for a transportation capacity enhancement operation command that operate according to the setting of the rotary switch SW1 when the time period contact UPT or the lunch time service detection relay LT is operated.

That is, the rotary switch SW1 has its contact 1.1.
When contact 1 is selected, only relay M is selected, and when contact 2.12 is selected, relays M and N are
5. When the contacts 3 and 13 are selected, the relay N operates.

Next, the operation of this device having the above configuration will be explained.

This device selectively energizes both or one of relays M and N when time period contact UPT or normally open contact LT-a of lunch service detection relay LT is closed, that is, when traffic demand is high. Elevator speed control can be performed at high acceleration/deceleration, high acceleration/deceleration change rate, or either of them, and normal speed control can be performed at other times.

It is now assumed that during normal times, that is, the time zone contact UPT and the normally open contact LT-a of the lunchtime service detection relay LT in FIG. 2 are open, and relays M and N are off. Figures 3 and 4 are time charts of the operations of each part during elevator short run operation (operation when the distance to the S floor is short) and long run operation (operation when the distance to the landing floor is long). be.

First, the case of short run operation will be explained.

In this case, as described above, the cam switch contact CAM-b in FIG. 2 is closed. In FIG. 2, when a floor command is given to the elevator, the ascending operation command relay U or the descending operation command relay D operates according to the condition. As a result, when the contact U-a or D-a closes, the relay C operates, and the normally open contact C-b2 opens to release the excitation of the time relay LIDX. This causes the time-limited contact UDX-
a1 and UDX-a2 open after a certain period of time.

Therefore, first, relay A and relay B are energized, contacts A-a in FIG. 1 are closed, and contacts A-b and B-b are opened. Furthermore, the contact C-b1 opens due to the operation of the relay C.

As a result, a positive voltage corresponding to the set resistance value of the adjustment variable resistor VR1 is input to the operational amplifier OP1, and the integrating capacitor C1 is negatively charged at a constant rise, and the OP1 is
The output voltage vt of l changes with a constant slope as shown in Fig. 3, and is set by the diode D1 to a voltage -V (am) corresponding to the acceleration αm determined by the limiter circuit and the setting value of the adjustment variable resistor VR2. tl), thereafter a constant value -V
(am) is retained. Operational amplifier OP2 receives this voltage -
It receives vt, integrates it, and outputs it as a time-based velocity pattern voltage ■[ of acceleration αm.

In the case of short run operation, the speed pattern does not reach the maximum speed, so the relay E does not operate.

Further, since contact CAM-b remains closed, relay B does not operate.

On the other hand, the distance-based speed pattern generator 2 outputs the distance-based speed pattern voltage V having the deceleration βm as described above.
S is output. This distance-based speed pattern voltage VS
and time base speed pattern voltage vt are speed difference detector 6
As described above, when the difference between the two voltages becomes equal to or less than the set value vd, the relay G operates (t2). When relay G operates, contact Q-b in FIG. 2 opens and relay A deenergizes.

When relay A is deenergized, its contacts A-a in FIG. 1 open and A-b closes, and the input voltage of operational amplifier OPI changes from positive to negative. As a result, the integrating capacitor C1 is positively charged at a constant rise, and the output voltage -vt of the operational amplifier OP1 is changed from the voltage -■ (αm) corresponding to the acceleration αm to the variable resistor VR2 for adjustment, as shown in the third factor. It changes at a constant slope up to the voltage V (3° C.) corresponding to the deceleration ββ determined by the set value of .

Therefore, the time-based velocity pattern voltage vt, which is the integral output of the operational amplifier OP2, decreases at the deceleration rate β2 with Va as the maximum value, as shown in FIG.

The elevator speed reference voltage Vp is determined by using diodes [)3 and [)4 of the selection circuit 3 to select one of the time-based speed pattern voltage Vt and the distance-based speed pattern voltage V3.
Since the voltage can be obtained by selecting the lower voltage, if the deceleration β°C of VT is set smaller than the deceleration βm of VS,
Until around time t4, vs>vt and vp-vt,
After the above point in time, VS-≦vt, the speed reference voltage of the elevator becomes a distance-based speed pattern, and the elevator decelerates toward the stop position at a constant deceleration βm.

As a result, the speed change from the time-based speed pattern to the distance-based speed pattern during the deceleration of the elevator is performed at a constant acceleration change rate (jerk), so the elevator stops accurately. The ride comfort of the vehicle can be improved.

Next, the case of long run driving will be explained.

In this case, it is basically the same as the shimmy run operation, but in the case of long run operation, as mentioned above, the cam switch contact CA
M-b is open, and before the difference between VT and VS becomes small and relay G operates, VT is near the maximum speed ■
1 and the relay E is activated, which is different from the case of short run operation.

That is, when the time-based speed pattern increases with acceleration αm and reaches speed v1, relay E operates, contact E-b in FIG. 2 opens, relay A deenergizes, and contact A-a in FIG. opens and A-b closes. At this time, acceleration vt
Since is not zero, relay F is de-energized and its contact F-
Since relay B is operated by b and 8-b in FIG. 1 is open, acceleration vt decreases from ■(αm) at a constant slope. When acceleration vt reaches zero, relay F operates,
F-b opens and relay B is deenergized. When relay B is deenergized, B-b in the circuit of operational amplifier OP1 in FIG. 1 is closed and the integrating capacitor C1 is short-circuited, so that the acceleration vt
becomes zero, and therefore the speed vt becomes -1-the constant maximum speed VQ. When the elevator approaches the stopped floor and contact CAM-b of the cam switch closes, relay B operates, contact B-b opens, and the short circuit of the capacitor C1 is released.
The output vt of oPl is the voltage V(Bg
) with a constant slope, and the time-based velocity pattern decreases with a deceleration ββ.

As described above, it is possible to operate the elevator with improved riding comfort while maintaining the stopping accuracy of the elevator, as in the case of normal short run operation.

Next, a description will be given of high efficiency operation when the time zone contact UPT or the lunchtime service relay LT is closed in FIG. 2, that is, when the traffic demand is high.

Here, the rotary switch SW1 has terminals 0-2.10
-12 is set in the closed position. In this case, from (power bus PC) - (time period contact LJPT) or (normally open contact LT-a of lunch service detection relay) to (terminals 0-2 of rotary switch SW1) - (relay for transportation capacity reinforcement command) M) series circuit and (rotary switch S
The parallel circuit with the series circuit of terminals 1O-12 of W2) - (relay N for transportation capacity enhancement command) - (power supply bus NC>) relays M and N are both turned on. Then, in Fig. 1, The distance-based speed pattern generator 2 generates VRlol instead of VRl, and VR102°VS instead of VS2.
3 (7) Substitute! , :VR103, VS5 (7) generation 1
1)1. :VR105, VS617)flniVR106
The ticket is made valid by the action of each of the contacts, JL/-M and N, respectively.

Colleran variable resistor VRIO1, VR102.

Set values of VR103, VR105, VRloB are set by variable resistors VR1, VS2, VS3, VS5, VS6.
This high acceleration/deceleration is set higher than the normal acceleration/deceleration and acceleration change rate by GC.

Distance-based speed pattern voltage VS at high acceleration/deceleration rate of change
is now output from the distance-based speed pattern generator 2, and as a result, the elevator is operated at a high acceleration/deceleration and a high rate of change in acceleration/deceleration, improving operational efficiency.

Note that the rotary switch SWI in FIG. 2 is connected to terminals 0-1.
When switching to 10-11, only relay M is turned on, so the rate of change in acceleration does not change and only the acceleration/deceleration can be set high.

Also, connect the rotary switch SW1 to terminal 0-3゜10-1.
If set to position 3, only relay N is turned on, so only the acceleration change rate can be set high without changing the acceleration/deceleration.

In this way, the acceleration/deceleration and/or the rate of change in acceleration/deceleration can be set high by switching the rotary switch SW1.

Figure 9 (A) shows the normal speed pattern during short run operation, Figure 9 (B) shows the speed pattern during high traffic demand during short run operation, and Figure 10 (A).
＞The normal speed pattern during long run driving, and
FIG. 10(B) shows the speed pattern during long-run driving when traffic demand is high. As can be seen from the figure, during times of high traffic demand, the acceleration/deceleration and rate of change in acceleration/deceleration are higher than during normal times. As a result, although the ride comfort is sacrificed to some extent, the elevator can be operated with high efficiency.

It should be noted that the present invention is not limited to the embodiments described above and shown in the drawings, but can of course be implemented with appropriate modifications within the scope of the gist thereof. For example, the time period shown in FIG. Contact UPT and lunch service detection relay contact L
Only one of T-a may be used. In addition, instead of the lunchtime service detection relay, when a situation such as a frequent call to the hall or a situation where the hall is full, it is detected and relay M is activated to detect high traffic demand.

It is also possible to flexibly deal with unexpected high traffic demand by activating N.

[Effects of the Invention] As explained above, in the present invention, at least one of the acceleration/deceleration and the rate of change in acceleration is independently set to a higher value than usual only when it is desired to secure transportation capacity even if the ride comfort is sacrificed to some extent. This allows you to shorten the time for one round and achieve high transportation capacity. Also, during times when there is sufficient transportation capacity, you can set the acceleration/deceleration and acceleration change rate to provide a comfortable ride. It can both increase transportation capacity and improve riding comfort. Therefore, the number of elevators installed in a building can be reduced compared to before, or even if the number does not change, the capacity of the cars can be reduced and the area required for elevator equipment can be reduced, improving the economic efficiency of the building. You will be able to do so.

[Brief explanation of the drawing]

and FIG. 4 are time charts showing the operations of short run operation and long run operation according to the present invention, respectively, and FIGS. 5 to 7 respectively show the respective detectors 4 and 4 in FIG.
5.6 is a circuit diagram, and FIG. 8 is a block diagram of a floor selector used in the present invention, and FIG. 9 is a block diagram of a floor selector used in the present invention. FIG. 10 is a time chart for explaining normal operation A and transport capacity enhancement operation B, which correspond to -vt in FIGS. 3 and 4, respectively. 1..."Time-based speed pattern generator, 2...
Distance-based speed pattern generator, 3... Speed pattern selection device, 4... Maximum speed detector, 5... Layer side speed detector, 6... Speed difference detector, 11... Floor Selector advance platform, 12...Floor selector synchronizing platform, 13...Differential gear, UPT...Time zone contact, LT-a...Lunch time service detection relay contact, VT...Time Base speed pattern voltage, VS...Distance base speed pattern voltage, VP...Elevator speed reference voltage, M, N...Transportation capacity enhancement operation command relay. Applicant's Representative Patent Attorney Takehiko Suzue Figure 1 fl Figure 2 Figure 3 Figure 4 Factor 5 Figure 6 Figure 7 Factor 8 Figure 9'' Figure 10

Claims (2)

[Claims] (1) In an elevator speed control device that performs speed control by generating a speed pattern corresponding to a set acceleration/deceleration and its rate of change over time, a time period detection device that outputs an output within a preset time period; It is characterized by being provided with a means for making it possible to set at least one of the acceleration/deceleration and its rate of change over time, and for setting the set value of the setting device to a higher value than usual when the output of the time zone detection device is generated. Elevator speed control device. (2) In an elevator speed control device that performs speed control by generating a speed pattern corresponding to a set acceleration/deceleration and its rate of change over time, the service state detects the service state of the elevator and detects a period of high traffic demand. a detection device; and a setting means that enables setting of at least one of the acceleration/deceleration and the rate of change over time, and sets the set value to a higher value than normal when the service state detection device detects a high traffic demand. An elevator speed control device comprising: