JPS63282069A - Fluid pressure 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 FIELD OF INDUSTRIAL APPLICATION The present invention relates to a hydraulic elevator of the type in which the speed of a ride is controlled by supplying high-pressure fluid to or discharging a hydraulic cylinder.

[Conventional technology]

Conventionally, this type of fluid elevator was manufactured by Japanese Patent Publication No. 54-14386.
As described in the above publication, the speed of the seat is controlled by controlling the flow rate of the pressure fluid supplied to and discharged from the hydraulic jack using a flow control valve. At this time, the control of the flow rate control valve is carried out sequentially using fluid pressure in response to ON-OFF signals from switches and push buttons provided in the elevator car and in the landing area.

In this type of flow control, essentially, if the fluid pressure or fluid viscosity changes, the flow characteristics of the flow control valve change, and the speed characteristics of the car change. For this reason, in order to improve the landing accuracy when the first car stops, the time during which the car runs at a low speed before landing, that is, the landing traveling time, may be increased. This lengthens the operating time of the elevator, resulting in decreased riding comfort and increased energy loss. Increased energy loss results in an increase in fluid temperature, which exacerbates the aforementioned tendency. In addition, in order to solve this problem, a method of controlling the deceleration start time of the corner is disclosed in Japanese Patent Application Laid-Open No. 59-203074.
There is. This estimates the landing time from the driving characteristics of the corner of the vehicle and drives the vehicle at high speed for a distance that is longer than the target value of the landing time, reducing the overall driving time and solving the above-mentioned drawbacks. It is something.

[Problem that the invention seeks to solve]

The above-mentioned prior art allows the flow rate control characteristics of the control valve to change depending on the load and fluid viscosity, so that the acceleration during acceleration and deceleration changes. For this reason, acceleration and deceleration characteristics change with changes in load and fluid viscosity (the same goes for fluid temperature), and there are limits to how ride comfort can be improved. Furthermore, when operating a hydraulic elevator with a high rated speed on a single floor,
There have been cases where the acceleration during acceleration is so small that the car reaches the deceleration start point before finishing acceleration, making it impossible to obtain the above correction effect sufficiently.

In addition, in order to bring the speed pattern of the elevator closer to the target speed pattern, there is a method that controls everything, not only during acceleration and deceleration, but also until it loses to the full speed 9 landing speed. The above-mentioned inconvenience can be solved by matching the target speed pattern until the stop, but in this method, mechanical or structural changes in the control valve are required to raise the low full speed to the target speed. The maximum flow rate must be larger than the required flow rate. For this reason, if the control does not operate normally, the rider may travel at a speed that exceeds the specified allowable speed, which is inconvenient from a safety perspective.

To ensure safety, it is necessary to provide a separate safety device. This is disadvantageous because it increases the price and the labor involved in installation.

The purpose of the present invention is to provide a simple and constant acceleration (deceleration) without the need for special safety equipment, to operate an elevator in the shortest possible time, to improve riding comfort, and to save energy. The object of the present invention is to provide a fluid pressure elevator that can achieve high reliability.

(Means for Solving the Problems) The present invention takes two measures to achieve the above-mentioned object.

First, a flow control valve is used that is driven by a pulse train and can control the rate of change in flow rate in proportion to the pulse width. Second, a corner position detection means, an operating condition detection means, and an arithmetic and control device are used.

The running characteristics of the car when the flow control valve is controlled by a pulse train signal with a pulse width proportional to the command are detected, and the acceleration/deceleration characteristics and floor landing running time are calculated from these running characteristics, and the next time the car is operated under the same operating conditions. Calculate the pulse width of the pulse train signal to obtain the target acceleration/deceleration characteristics when driving.
Furthermore, the deceleration starting point is calculated. This necessary information is temporarily stored and the elevator is actually operated using this information. The information necessary for these operations is corrected and stored each time the elevator is operated. Further, the operating condition detection means detects the operating condition of the elevator, such as load (load or load pressure) and fluid viscosity (or fluid temperature in place of it), divides it into operating conditions, and stores the necessary information. , control for more fine-grained control.

(Function) Since the fluid pressure elevator according to the present invention is configured and controlled in this manner, acceleration and
Since the flow control valve can be controlled with a deceleration command, the elevator can always be operated at the target acceleration (deceleration). This eliminates the inconvenience of having to start decelerating in the middle of acceleration. Furthermore, the landing travel time can similarly be set to a target time or distance regardless of driving conditions. This means that, regardless of the operating conditions, a minimum driving time, good ride comfort, energy savings and increased stability are always obtained.

〔Example〕

FIG. 1 is a diagram showing an embodiment of a fluid pressure elevator according to the present invention.

1 is a plunger, and 2 is a plunger 4 with a pulley 6 on the top.
and a hydraulic ram consisting of a cylinder 5, 3 is a pulley lla, llb provided on the lower part of the hoistway, a rope or tape 12 stretched between the pulleys, the end of which is fixed to the seat 1, and the rotation of the pulley lla is detected. A car position detection device 7 consisting of a detector 13 has one end fixed via a spring 8a,
A rope whose other end is attached to the car via a spring 8b and supports the car via a pulley 6; 24 is a calculation unit 20;
Storage unit 21. Signal converter 22. 25 is a flow control valve driven by a PWM signal; 26 is a fluid pressure source; 9 is a switch or push button provided in the hoistway and in the landing; 10 is a push button in the car. In Figure 1, the broken lines connecting these devices indicate the flow of signals, and the solid lines indicate the flow of pressure fluid.

Since the hydraulic elevator according to the present invention has the above-described structure, it operates as follows.

First, in the case of going up, the control unit 23 of the arithmetic control unit 24 receives a call command from the passenger direction 1 or the landing area, and then controls the direction 2.
The destination etc. are identified and the flow rate control valve 25.
Requests a command to drive the fluid pressure source 26. Furthermore, according to the command from the calculation section 20, the flow rate control valve 25. Fluid pressure source 26
and controls the flow rate of pressure fluid supplied to the fluid pressure ram 2.

Therefore, the upward movement of the car 1 is controlled by the hydraulic ram 2 via the pulley 6 and the rope 7. Here, the arithmetic unit 20 receives the control valve 25 from the control unit 23. When a request for a drive command for the fluid pressure source 26 is received, the operating conditions of the elevator, usually the load and fluid viscosity (fluid temperature), are detected via the converter 22 . Next, operation information corresponding to the operating conditions of the elevator is read out from the storage unit 21, and an operation command appropriate for the current operating conditions, a pulse train signal that drives the flow rate control valve 25, a signal that drives the fluid pressure source, and Create the timing etc. and send it to the control unit 23 When the 0-power car starts running, the detector! The signal from i3 is monitored through the converting section 22, and command signals such as acceleration, deceleration start, stop, etc. are sent to the control section 23 from time to time in order to move the passenger car 1 to the destination floor with good riding comfort. At this time, the running characteristics of the vehicle (generally expressed as the time course of speed) are as shown in FIG. 2 (1).

Next, for descending, the elevator is operated in almost the same procedure as for ascending. The only difference is the fluid pressure ram 2
Instead of supplying pressure fluid to the car 1, the weight of the car 1 is utilized to discharge pressure fluid from the hydraulic ram 2 to cause the car 1 to travel.

Therefore, procedures such as driving the pump of the fluid pressure source become unnecessary.

It is well known that the running characteristics of a hydraulic elevator change when operating conditions change. In other words, if the load or fluid viscosity (usually changes with changes in fluid temperature or type of fluid) changes, even if the same control is performed using the same flow control valve, the characteristic (1) in Fig. 2 will change (II). ) may look like this. That is,
As is clear from the figure, the acceleration during acceleration and deceleration and the traveling speed at constant speed change.

In the present invention, the following control is performed for this purpose.

The first is to make constant characteristics such as acceleration, deceleration, and stopping. Control valve 2 with pulse train signals corresponding to acceleration, deceleration, and stop.
A detector M3 detects the riding characteristics of the vehicle 5 and the running characteristics of the vehicle 1, and a calculation unit 20 determines whether or not the characteristics match the target characteristics of acceleration, deceleration, stopping, etc. If the target running characteristics are as shown in FIG. 2(1) and the actual running characteristics are as shown in FIG. 2(II), acceleration will be slow and deceleration will be fast. At this time, the arithmetic unit 20 changes the modulation rate of the pulse train signal that drives the control valve 25 accordingly so that it accelerates quickly during acceleration and decelerates slowly during deceleration. Here, C0 indicates the acceleration before correction, and α indicates the actual acceleration. When the 0th order elevator is operated under the same operating conditions, the flow rate control valve 25 is driven by the pulse train signal of this corrected modulation rate. By doing this, the running characteristics of the rider and driver 1 are as shown in the same figure (m
), the characteristics during acceleration, deceleration, and stopping are improved. Contrary to (II) in the figure, even if the acceleration is too fast or the deceleration is too slow, the running characteristics such as acceleration, deceleration, and stopping can be brought closer to the target values in the same way.

The second objective is to shorten the landing time (the time from the end of deceleration to the time of stopping). FIG. 3 has been transcribed to explain the deceleration to stop in FIG. 2 (III). A is the start of deceleration, C8 is the end of deceleration and the start of landing on the floor, and Bδ is the end of landing on the floor and stopping.
δ) is represented by t d s, and the landing travel time (Ca→Ba) is represented by te. As mentioned above, such a long te is disadvantageous in terms of riding comfort, energy saving, and fluid temperature rise. The calculation unit 20 calculates the deceleration delay time Δt for delaying the start of deceleration using the following equation.

te・ is the target value calculation unit 20 of the floor landing travel time is a detection device!
Δt after 1 passes the deceleration start point based on the signal from 3
A pulse train signal is generated to cause the control valve 25 to perform a deceleration operation with a delay of 10 minutes, and is sent to the control section 23. By doing this, the running characteristics from deceleration to stop of the passenger car 1 become as shown in FIG. 3 (tV), and the landing time is significantly shortened from t. to to', approaching the target value te.

Control of running characteristics during acceleration, deceleration, and stopping of a passenger car, as well as control of shortening landing time, is possible regardless of the direction of movement of the car.
This can be achieved using a similar method.

Furthermore, since the traveling distance X of the car is the product of the speed V and the time t, equation (1) is expressed as Δt=-...(2) T or x-=vd・Δt=xe・=
It can also be expressed in (3). Therefore, the same effect can be obtained by using Δt obtained from equation (2) instead of Δt obtained from equation (1) or x4 obtained from equation (3) using the signal of detection bag W13 as a reference. can get.

There are many types of elevators in practical use, and even with the same model, differences in installation location conditions and manufacturing variations naturally occur.In the present invention, these differences and variations in elevators are taken into consideration, and the following Correct it as well. FIG. 4 shows a case where correction is made by changing the modulation rate of the pulse train signal that drives the control valve 25, taking an acceleration state as an example.

When the characteristic during acceleration is as shown in the 10th time with respect to the target value, the pulse that drives the control valve 25 is expressed as follows: a is a proportionality constant.

The figure shows "first time". Similarly to the previous time, if the modulation rate is changed and the elevator is run, it will be indicated as "second time". If this is repeated one after another, the driving characteristics at (4) will be brought as close as possible to the frightening value.

The same applies to deceleration and stopping. Here, dV/dt indicates acceleration, but velocity V is v1→v
The time it takes to change to 2 is dV (5), and the correction of the 0-landing travel time, which shows the same effect, is done in the same way. Figure 5 shows this. If it is delayed, the running characteristics will be the same as the [first time]. Similarly, if T is used for this, the running characteristics will be the same for the "second time". If this is repeated one after another, ...(6) will be obtained, and the landing travel time can be brought as close as possible to the target value t1111.

Asymptotically correcting the modulation rate and deceleration delay time of the pulse train signal in this way requires several runs (driving) to reach the target value, but there is no need to worry about over-correction and it is safe. The second time even if it is enhanced and at the same time the correction was insufficient for some reason.

The third correction will bring you closer to the target value. Furthermore, even if the characteristics of the elevator change during the process, it can be quickly dealt with.

FIG. 6 shows an example of a flow rate control valve that enables such control.The valve body is 30a and a plate 30b that is a part of the valve body.
A lowering control valve 28a.

It has a built-in lift control valve 28b and a check valve 37, and is also integrally connected with pilot valves 52, 53, 54, and 55. The control valve 25 is connected to the tank boat 31° cylinder boat 3
2. a pump of fluid pressure source 26 in each tank boat 33;
Hydraulic ram2. It is connected to the tank of the fluid pressure source 26. The descending control valve 28b has three valve bodies 39a, 40
a * 46 are combined, and the valve body 39a and 46
The valve bodies 39a and 40a include a spring 41a therein, and the valve bodies 39a and 40a contain a spring 41a inside and are connected to each other by a nut 48.
2a and a guide hole 43 so as to be slidable. The movement of this lowering control valve 38a is limited by a stopper 50a provided on the plate 30b. A notch 45a is provided in the skirt portion 44a of the valve body 46.
6 moves, the fluid chamber 35 is opened through this notch 45a.
and 34, and the fluid flow rate is controlled by the opening area thereof. The pilot valves 52 and 53 are driven by a pulse train signal to control the pressure in the fluid chamber 51b, and thus control the lowering control valve 28a.

The ascending control valve 38b also has substantially the same structure.

The valve bodies 39b and 40b have a spring 41b built therein, and are slidably connected by a pin 42b and a guide hole 43b. A notch 45b is provided in the skirt portion 44b of the valve body 39b, and the strength of the fluid connection between the fluid chambers 34 and 36, ie, the opening area, is controlled by movement of the valve body 39b. The pilot valves 54 and 55 are driven by pulse train signals, and the fluid chamber 5
1b is controlled, that is, the movement of the valve bodies 39b and 40b is controlled, and the movement of the valve body 40b is mechanically limited by a stopper 50b.

The control valve 25 has the structure described above and operates as follows. First, in the case of ascent, the pressure fluid from the fluid pressure source 26 is
1 flows into the first fluid chamber 34 via the check valve 37,
The valve element 39b of the rising control valve 38b is pushed upward against the force of the spring 41b, and the fluid flows into the third fluid chamber 36 through the opening of the notch 45b of the skirt portion 44b and flows out from the boat 33 into the tank. Arithmetic control device! If the pilot valves 54 and 55 are driven by the pulse train signal from 24, the fluid chamber 5
The fluid pressure of the valve body 1b can be arbitrarily controlled, and therefore the difference in force acting on the upper and lower sides of the valve body 40b can be controlled, and the position thereof can also be controlled. This controls the opening area of the notch 45b, ie the flow rate from the pump boat to the tank boat. As a result, the remaining flow rate of the pump discharge flow pushes open the lowering control valve 38a and flows into the cylinder from the cylinder boat 32, causing the boat 1 to rise. This speed can be arbitrarily controlled by how the pilot valves 54, 55 are driven and the modulation rate of the pulse train.

Next, in the case of descending, the pilot valves 52 and 53 are driven by pulse train signals in the same way as in the case of ascending.

By controlling the fluid pressure in the fluid chamber 51a, the amount of movement of the valve body 40a is controlled, that is, the opening area of the notch 45a is controlled.

This controls the discharge flow rate from the fluid pressure ram 2 to control the speed of the car.

At this time, when the movement of the valve body 40a is restricted by the stopper 50a so that its movement does not increase any further, the movement is downward.
This is the maximum speed, but this varies depending on load and fluid viscosity. However, in the elevator according to the present invention, even if the speed changes when traveling at a constant speed as described above, appropriate correction can be made as described above.

Moreover, the conditions under which a hydraulic elevator is operated are not always constant but vary over a wide range. In this way, the operating condition region is divided into small regions, and the optimum values for each small region or data for calculating these values are stored in the storage unit 21, which is detected by the operating condition detector 27. It is sufficient to determine which small region the condition corresponds to and store the optimal α and Δt for the driving at that time in correspondence. When the elevator is actually operated, the elevator is operated based on the data stored in the small area corresponding to the operating condition detected in step 27.

〔Effect of the invention〕

The fluid pressure elevator according to the present invention has the above-described configuration.

Due to its structure and operation, it has the following effects.

First, even if there are differences in models, installation locations, or manufacturing variations, the self-learning function is demonstrated by operating the elevator, and the optimal acceleration/deceleration characteristics and floor-touching time are always approached. This has the effect of improving riding comfort, shortening driving time, and saving energy.

Second, when the elevator runs at full speed, its speed is always mechanically limited by the flow control valve, so even if a control problem occurs, the speed will not reach any higher. , high safety.

Thirdly, since the above-mentioned control is performed by dividing the operating condition region into small regions, it is possible to always operate in an optimal state under any operating conditions.

[Brief explanation of the drawing]

Fig. 1 shows the configuration of the hydraulic elevator according to the present invention, Fig. 2 shows the running characteristics, Fig. 3 shows the principle of controlling the landing time, and Fig. 4 shows the control of the acceleration characteristics. figure to do,
FIG. 5 is a diagram illustrating control of landing travel time, FIG. 6 is a diagram illustrating the structure of a flow rate control valve, and FIG. 7 is a diagram illustrating region division of operating conditions. DESCRIPTION OF SYMBOLS 1... Passenger car, 2... Fluid pressure ram, 3... Position and speed detection device, 5... Cylinder, 24... Control unit, 2
5...Flow rate 1st 2nd 2nd 2nd 3rd 4th Figure 7

Claims (1)

[Claims] 1. A fluid pressure generation source, a flow rate control valve, a fluid pressure ram, and a control device for controlling these, and controlling the flow rate control valve with a pulse train signal to supply to the fluid pressure ram or from there. In a fluid pressure elevator that controls the pressure fluid to be discharged and thereby controls the speed of the car, the modulation rate of the pulse train signal is used to adjust the acceleration during acceleration, deceleration, etc. of the car depending on the operating conditions of the elevator. If the acceleration is controlled so that it approaches the target value, and the landing time is longer or shorter than the target value,
A fluid pressure elevator characterized by comprising an arithmetic and control device so as to delay the start of deceleration of the car in response to the difference from the target value. 2. Claim 1, characterized in that the modulation rate of the pulse train is corrected relative to the current value in proportion to the difference between the target acceleration and the actual acceleration, and the elevator is controlled using the new modulation rate. Hydraulic elevator as described. 3. The fluid pressure according to claim 1, wherein the current deceleration delay time or deceleration start position is corrected based on the difference between the target value of the floor landing traveling time and the actual floor landing traveling time. elevator. 4.Divide the operating region into small regions according to the operating conditions of the elevator, store the pulse train modulation rate, deceleration delay time, or data for calculating them, and detect the operating conditions before operation. 2. The hydraulic elevator according to claim 1, wherein the hydraulic elevator generates an operation command based on a value corresponding thereto.