JPS6210910B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a device for operating an elevator in a power-saving manner.

Conventionally, in order to reduce the power consumption of elevators, for example, the speed of the car was reduced to a rated speed of 240 m/min.
It has been proposed to reduce the speed to 150m/min to save energy. The power saving effect of this operation does not increase as the speed (maximum speed, acceleration, etc.) is lowered, but the effect varies depending on the conditions under which the car is running, such as car load, running direction, running distance, etc. I have come to realize this.

On the other hand, in recent years, social demands for energy conservation have increased, and operation that is more energy efficient than ever has become necessary. Therefore, before the car starts running, the amount of power consumed when operating at each speed is predicted according to the above running conditions, the speed at which the predicted amount of power consumption is the minimum is selected, and the selected speed is It is suggested that you actually drive the car.

However, the power saving effect described above varies slightly depending on the type of elevator or building, and it is difficult to accurately predict the amount of power consumption. Therefore, there may be cases where it is not possible to select a speed that maximizes the power saving effect.

The present invention aims to improve the above-mentioned problems, and it is also an object of the present invention to provide a power-saving operation device for an elevator that allows setting of a car speed that maximizes the power-saving effect for the building in which the elevator is installed.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 7.

In Figure 1, 1 is "H" when the car is running up.
The up direction signal becomes "L" when driving downhill, and the signal 2 becomes "H" when the car starts closing the door to respond to a call, and becomes "L" when the car decides to stop while driving.
3 is a running signal that becomes "H" when the car is running and becomes "L" when it stops, 4 is a car load signal that is issued in units of 20% of the car's carrying load, and 5 is a signal sent to the manager's room. A correction switch signal that becomes "H" when the installed correction switch is operated, 6 is a car position signal indicating the floor where the car is located, and 7 is an integrated power corresponding to the output of an integrated wattmeter installed in the elevator power supply. 8 is a speed setting device, 9 is a central processing unit (hereinafter referred to as CPU), 10 is a read-only memory (hereinafter referred to as ROM) for storing programs and fixed value data, and 11 is for storing data such as calculation results. Read-write memory (hereinafter referred to as RAM)
), 12 is an input circuit that constitutes a converter for taking input signals into the CPU 9, and 13 is a CPU
An output circuit 14 constitutes a converter for outputting the output signal from 9 to the outside, and 14 is a speed signal consisting of an acceleration command signal, a constant speed running command signal, and a deceleration command signal according to the maximum speed set by the input. A well-known speed command generation device 15 that issues a command signal is a well-known speed control device that receives a speed command signal and controls the hoisting motor so that the speed of the car follows the speed command signal.

In Figure 2, SC1 to SC5 represent five types of running conditions.
Trial run speed setting counter, LVL1 to LVL5, representing the trial run speed for each CR (described later)
Similarly, data representing the optimum speed, DVI1 to DVI5
is the same data representing the minimum power consumption, RS is the just-before-departure flag that becomes "1" just before departure,
RE is a flag immediately after stopping that becomes "1" immediately after stopping,
MOF is a correction operation flag that becomes "1" when reviewing the optimal speed, RSP is data representing the cumulative amount of power just before departure, POWER is data representing the cumulative amount of power,
LCRT is data representing power consumption, START is departure command data that becomes "1" when a departure command is issued,
RUN is running data that becomes "1" when running, RSF is a detection flag immediately before departure that becomes "1" while a departure command is issued, REF is a detection flag immediately after stopping that becomes "1" while running, VELC is the maximum speed setting data that represents the maximum speed, CR is the driving condition counter that represents the driving conditions, UP is the upward direction data that is "1" during uphill operation, and LOAD is the car load from what percentage to what percentage of the live load. Car load data indicating whether it is within the range, MSW is correction switch signal 5
When is “H”, it is “1” and when it is “L”, it is “0”
Modified switch data, RSF is data representing the car position floor immediately before departure, CP is data representing the car position floor, LV1 to LV5 are each 240 m/min,
The maximum speed for trial runs was set at 210m/min, 180m/min and 150m/min.

In FIG. 3, 20 receives the input signal from the input circuit 12.
An input program is loaded into the RAM 11 and set, 21 is a modification determination program that determines whether to modify the optimum maximum speed for each running condition, and 22 is a departure/stop that detects the state of the car immediately before departure and immediately after stopping. Detection program 23 is a running condition detection program that detects the running state of the car when the car departs for a call; 24 is a maximum speed determination program that determines and selects the maximum speed of the car according to the running conditions; 25 is a program that outputs the set maximum speed via the output circuit 13.

4 to 7, 31 to 34 are operating procedures of the modification determination program 21, 41 to 50 are operating procedures of the start/stop detection program 22, 51 to 54 are operating procedures of the running condition detection program 23, and 61 to 7
4 is the operating procedure of the maximum speed determination program 24.

Next, the operation of this embodiment will be explained.

The programs 20 to 25 are executed in this order at a rate of once per second.

A Operation of the input program 20 (flow diagram omitted) When the upstream direction signal 1 is "H", the upstream direction data
When UP is set to "1" and uplink signal 1 is "L", set uplink data UP to "0".
Departure command data when departure command signal 2 is “H”
START is set to "H", departure command signal 2 is set to "L"
When this happens, the departure command data START is set to "0". When the running signal 3 is "H", the running data RUN is set to "1" and the running signal 3 is "L".
At this time, set the running data RUN to "0". Car load signal 4 is 0% or more of the live load20
When it is less than %, car load data LOAD is set to 0, and when it is 20% or more and less than 40%, it is set to 20, and it is also set to 40%.
40 when it is more than 60% and less than 60%, same as 60% or more and less than 80%
Set to 60 when it is less than 80%, and 80 when it is 80% or more. When the correction switch signal 5 is "H", the correction switch data MSW is set to "1",
When the correction switch signal 5 is "L", the correction switch data MSW is set to "0". The value of car position signal 6 is used as the car position floor data CP.
Set to . The value of the integrated power amount signal 7 is directly set to the integrated power amount data POWER.

B. Operation of the modification determination program 21 In step 31, the state of the modification switch data MSW is determined, and if it is "0", the process proceeds to step 32, where the modification operation flag MOF is set to "0". When the correction switch data MSW becomes "1", the process proceeds to step 33. At this time, the correction operation flag MOF is "0", so step 34
Proceed to , and here the correction operation flag MOF is "1"
As an initial setting for the trial run, all trial run speed setting counters SC1 to SC5 are set to "1".
Maximum speed data LVI1 to LVL5 are all 240
m/min, minimum power consumption data DVI1~
Set all DVI5 to 100KW.
If the correction switch data MSW remains "1", the correction operation flag MOF has already been set to "1" in step 33, so no data is set.

C. Operation of the departure/stop detection program 22 In step 41, the state of the departure command data START is determined, and if it is "0", the process proceeds to step 42, where the immediately before departure flag RS and the immediately before departure detection flag RSF are respectively set to " 0”.
When the departure command data START is "1", the process advances to step 43, where the state of the immediately before departure detection flag RSF is determined, and when it is "0", the process advances to step 44, where the immediately before departure flag RS and the immediately before departure detection flag are determined. Set each RSF to "1". If the immediately before departure detection flag RSF is "1" in step 43, the process proceeds to step 45, where the immediately before departure flag RS is set to "0". Next, the state of the running data RUM is determined, and if it is "1", step 47
Proceed to and here, set the flag RE to "0" immediately after stopping.
Then, the immediately after stop detection flag REF is set to "1". When the running data RUN is "0", proceed to step 48 and set the detection flag immediately after stopping.
Determine the state of REF, and if it is "1", proceed to step 49 and set the flag RE to "1" immediately after stopping.
Then, the immediately after stop detection flag REF is set to "0". Detection flag immediately after stop in step 48
If REF is "0", the process proceeds to step 50, and the immediately after stop flag RE is set to "1". That is, the immediately before departure flag RS is set to "1" for one second immediately after the departure command is issued, and the immediately after stop flag RE is set to "1" for one second immediately after the end of travel.

D. Operation of the driving condition detection program 26 In step 51, the state of the immediately before departure flag RS is determined, and if it is "1" (immediately before departure), the state of the immediately before departure flag RS is determined, and if it is "1" (immediately before departure), the state of the immediately before departure flag RS is determined.
If the uplink data UP is "1", the process advances to step 53. In step 53, running condition counter CR=car load data LOAD/20+1 is calculated. In other words, when traveling uphill,
When the car load data LOAD is 0, the running counter CR=0+20+1=1, when it is 20, it is 2, when it is 40, it is 3, when it is 60, it is 4, and when it is 80, it is 5. Also, if the upstream direction data UP is "0", proceed to step 54, where the running condition counter
CR=5-car load data LOAD/20 is calculated. In other words, when traveling downhill, when the car load data LOAD is 0, the travel counter CR
=5-0/20=5, 4 for 20, 3 for 40, 2 for 60, and 1 for 80. The contents of the running condition counter CR will not be changed until the next departure starts.

E Operation of the maximum speed determination program 24 The car is currently on the 1st floor, car calls on the 4th and 6th floors are registered, and the car load is 20% or more and 40%.
It is assumed that the distance is less than Hereinafter, a case in which the car runs uphill with the car load described above will be explained. Note that the running condition counter CR is calculated to be 2 by the running condition detection program 23.

When the car starts closing its door on the first floor in order to respond to a call on the fourth floor, the departure command signal 2 becomes "H". Now, as explained in the departure/stop detection program 22, the departure/stop detection program 22
The flag RS immediately before departure is "1", and the flag immediately after stopping
RE is set to "0". Furthermore, since the correction operation flag MOF is set to "1", the process proceeds from step 61 to step 62 to step 64. Trial run speed setting counter SC by initial setting
(CR) is 1, so in step 65 the maximum speed setting data VELC is set to 240, which is the maximum speed for trial run LV1.
m/min is set. In step 66, the cumulative power consumption data POWER (1050.0 _KWH ) immediately before departure is set, and the immediately before departure detection flag RST is set to the value of the car position floor data CP (first floor). After the next second, the start/stop detection program 22 sets the immediately before departure flag RS to "0", so the process proceeds from step 61 to step 67 to exit.
Nothing is done in the maximum speed determination program 24.

The car stopped on the 4th floor and the running signal 3 was "L".
Then, the start/stop detection program 22 sets the immediately after stop flag RE to "1". Now proceed to step 61 → step 67 → step 68,
Here, the difference between the car position floor data CP and the car position floor data RSF immediately before departure, that is, the travel distance of the car, is calculated, and it is determined whether the car has traveled the specified number of floors (assuming 3 floors). In this case, the car position floor data CP is 4 and the car position floor data RSF immediately before departure is 1, so the absolute value of the above floor difference is |4-1|=3, and step 6
Proceed to 9. Since the correction operation flag MOF is "1" and the trial run speed setting counter SC (CR) is 1, the process proceeds from step 70 to step 71. In step 71, the power amount data LCRT consumed from when the car departs from the first floor until it stops at the fourth floor = integrated power amount data POWER - integrated power amount data RSP immediately before departure is calculated. Integrated power consumption data
If POWER is 1050.7 _K WH, power consumption data LCRT = 1050.7 − 1050.0 = 0.7 _K WH
It is calculated as follows. In step 72, the electric energy data
LCRT (0.7 _K WH) <Minimum power consumption data
DVI2 (100 _K WH), so proceed to step 73, where the minimum power consumption data DVI2 is set to 0.7 _K WH of the power amount LCRT, and the optimum speed data
For LVL2, the trial run speed setting counter SC2 is 1.
Therefore, the maximum speed for trial run LV1 is 240m/
Updated as min. In step 74, the trial run speed setting counter SC2 is updated to 1+1=2.

While the car is operating while responding to calls, if the running condition counter CR becomes 2 again, this time the trial run speed setting counter SC
2 is 2, so in step 65 the maximum speed setting data
For VELC, maximum speed LV for trial run (SC2) = LV
2 = 210 m/min is set, and the integrated power amount data RSP and the car position floor data RSF just before departure are set as in the previous time, and then a trial run is performed. This time too, if the number of floors traveled is 3, step 61 → step 67 → step 68 → step 69 → step 7
0→Proceed to step 71 and check the power consumption data again.
LCRT is calculated. Integrated power consumption data
Assuming that the POWER is 1112.0 _K WH and the accumulated power data RSP just before departure is 1111.4 _K WH, the power consumption data LCRT = 1112.0 − 1111.4
= 0.6 _K WH, and in step 72 it is determined that the power consumption data LCRT (0.6 _K WH) < the minimum power consumption data DVI2 (0.7 _K WH). Therefore, as in the previous step, in step 73, the minimum power consumption
DVI2 is updated to 0.6 _K WH, and optimal speed data LVL2 is updated to the maximum speed LV (SC2) for trial run of 210 m/min. In step 74, the trial run speed setting counter SC2 is updated to 2+1=3.

If trial run speed setting counter SC2 is 3
(180 m/min), and the power consumption data LCRT when traveling on the third floor is 0.8 _K WH, in step 72, the power consumption data LCRT
(0.8 _K WH) > Minimum power consumption DVI2 (0.7 _K
WH), proceed to step 74 and obtain minimum power consumption data DVI2 and optimum speed data LVL4.
remains as is, and the commissioning speed setting counter
Only SC4 is updated to 3+1=4.

In this way, test runs with different speeds are performed one after another, and when the test run at 150 m/min is completed, in step 74, the test run speed setting counter SC2
becomes 4+1=5. Thereafter, just before departure, the process proceeds from step 61 -> step 62 -> step 64 -> step 63, and here the speed with the least power consumption among the test-run speeds is specified. Optimal speed data
The value of LVL2 will be set in the maximum speed setting data VLEC. Also, when the correction switch is released, step 61 → step 62 → step 6
3, the maximum speed with the minimum amount of power consumption is set.

Similarly, for other driving conditions (driving condition counter CR is 1 and 3 to 5), the optimum speed is determined by the optimum speed data LVL1, LVL3 to LVL, respectively.
It will be set to LVL5.

F Operation of output program 25 (flow chart omitted) Maximum speed setting data VELC is output as is through output circuit 11.

Note that it is also possible to implement as follows.

(A) In the embodiment, running conditions were divided according to car load and running direction, but the car load condition is further subdivided. In addition, other conditions such as mileage are also included. In this way, it is possible to perform efficient power-saving operation at any time.

(a) In the embodiment, the optimal maximum speed was set, but instead of the maximum speed, the optimal acceleration that minimizes the amount of power consumption is set. Also,
Set maximum speed and acceleration so that the combination is optimal.

(C) Test runs are performed at all maximum speeds, but there is an efficient method that allows you to select the optimal speed without having to try everything, such as the speed for the next test run based on the results of the previous test run. , and apply means to quickly approach the optimal value. In addition, the test drive is not limited to one time for each driving condition and speed, but is repeated multiple times to select the optimum speed with high accuracy.

(iv) The maximum speed is only reset when a staff member operates a correction switch, but this can be done automatically every predetermined period of time, such as every 1 month, every 6 months, or every year. to save time for staff.

As described above, the present invention operates a car at multiple speeds (maximum speed or acceleration/deceleration) according to the running conditions of the elevator, and actually measures the amount of power consumed at each speed. Since the speed of the car that minimizes the amount of power consumed is set based on actual measurement results, the amount of power consumed by the elevator can be saved most effectively.

[Brief explanation of the drawing]

FIG. 1 is a block circuit diagram showing an embodiment of an elevator power saving operation device according to the present invention, FIG. 2 is a diagram showing the contents of the RAM and ROM in FIG. 1, and FIG.
The figure shows the entire program of the speed setting device.
4 to 7 are flowcharts of the operations of the modification determination program, start/stop detection program, running condition detection program, and maximum speed determination program shown in FIG. 3, respectively. 1... Upward direction signal, 2... Departure command signal, 3
... Running signal, 4 ... Car load signal, 5 ... Correction switch signal, 6 ... Car position signal, 7 ... Integrated electric energy signal, 8 ... Speed setting device, 9 ...
CPU, 10...ROM, 11...RAM, 12...
Input circuit, 13...Output circuit, 14...Speed command generation device, 15...Speed control device. Note that the same parts in the figures are indicated by the same reference numerals.

Claims (1)

[Claims] 1. The speed of a car moving up and down between multiple floors,
In this car, which performs power-saving operation by changing the running conditions according to the running conditions, multiple types of maximum speed or acceleration/deceleration are set, and a running state that satisfies the predetermined running conditions occurs. Then, a setting means for sequentially changing and outputting one of the plurality of maximum speeds or accelerations/decelerations; Each time the operation is performed, input the measuring means to be measured and the measurement results of the above measuring means and compare them.
determination means for selecting the maximum speed or acceleration/deceleration that minimizes power consumption, and setting it as the maximum speed or acceleration/deceleration for the predetermined driving conditions;
Elevator power-saving operation device equipped with