WO2004024609A1

WO2004024609A1 - Elevator controller

Info

Publication number: WO2004024609A1
Application number: PCT/JP2002/009267
Authority: WO
Inventors: Masanori Yasue
Original assignee: Mitsubishi Denki Kabushiki Kaisha
Priority date: 2002-09-11
Filing date: 2002-09-11
Publication date: 2004-03-25
Also published as: KR100619616B1; EP1538121B1; CN100372752C; JPWO2004024609A1; CN1589225A; JP4288236B2; KR20040083056A; EP1538121A4; EP1538121A1

Abstract

An elevator controller wherein main ropes (13) are locked to a cab (2) to raise the latter and entrained around a plurality of winches (9) disposed in spaced opposed relation to each other, so as to drive the cab (2) for rising and lowering movement, the controller being adapted to detect the tension in each main rope (13) in a stationary state prior to driving the cab (2) and to individually increase or decrease the output power from the corresponding winch (9) on the basis of the detected value, thereby raising or lowering the cab (2). Therefore, even if the load is imbalancedly placed on the cab (2) to cause the tensions in the main ropes (13) to differ from each other, the winches (9) drives the cab (2) with their respective corresponding output powers, so that there is no possibility of the cab (2) being inclined.

Description

Description Elevator control device

Technical field

The present invention relates to a control device for an elevator that drives a car up and down by a plurality of winding machines. Background art

In the conventional elevator, the car is driven by one hoist, so the capacity of the hoist increases as the loaded load increases. For this reason, a large hoist was required for large elevators, and a large-capacity hoist was required for installation.

Thus, for example, Japanese Patent Application Laid-Open No. 6-64863 discloses a system in which a pulley is provided on a car, a main rope is wound around the pulley, and the pulley is started up and driven by two small hoists. It has been disclosed.

FIG. 17 shows a conventional elevator having the same contents as disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 6_64863, in which a car is driven by two hoists.

That is, a pulley 201 is attached to the car 2, and the main rope 13 is wound around the pulley 201 to start up, and further wound around the hoisting machines 9L and 9R to be lowered and the counterweight 17L Locked to the 17 R. Each of the hoisting machines 9L and 9R is an equivalent product consisting of a sheave 10L, 101, brakes 11_111, motors 12 and 12R of the same specifications. Reference numerals 202, 203L, 203R, 204L and 204R indicate pulleys for guiding the main cable 13.

By using two winding machines 9 L and 9 R, the size of the hoist can be reduced, and when a speed difference occurs between each of the winding machines 9 L and 9 R, the pulley 201 rotates and the winding is performed. The torque sharing between the upper units 9 L and 9 R is always equalized.

However, for example, as shown by the chain line in FIG. 17, if the pulley 201 turns clockwise for some reason, the main rope 13 is transferred from the hoisting machine 9R side to the hoisting machine 9L side. Will be. The transfer of the main rope 13 causes the balance suspended by the hoisting machine 9R. The weight 17R is lifted, and the counterweight 17L suspended by the hoist 9L is suspended and brought into a state indicated by reference numerals 17L 'and 17R'. When the car 2 is raised in this state, the counterweight 17L 'interferes with the bottom of the hoistway. When the car 2 is lowered, the counterweight 17R 'interferes with the hoistway ceiling.

In other words, when the pulley 201 rotates, the main rope 13 is transferred, and the relative positional relationship between the car 2 and the counterweights 17L and 17R changes, thereby reducing the up-and-down stroke of the car 2. 7

Also, the brakes 11 L and 11 R are the most important safety devices. Due to such importance, when two hoisting machines 9 L and 9 R are used, at least one of the brakes 11 L and 11 R is used. It is desirable that car 2 be able to stop when R operates.

However, according to FIG. 17, there was also a problem that the car 2 could not be stopped unless both brakes 11 L and 11 R were operated.

Japanese Unexamined Patent Publication No. 7-25553 discloses that the relative position of the main cable 13 is detected by detecting the rotation angle of the pulley 201 and feeding it to the speed command input side of one motor 12L or 12R. A configuration in which the deviation is zero is disclosed. Therefore, according to this, the torque distribution between the hoisting machines 9 L and 9 R is equalized, the relative displacement of the main cable 13 is prevented, and the car 2 and the counterweight 17 L, 17 R Can be maintained in a normal state.

However, even in this case, since the car 2 is suspended from the main rope 13 via the pulley 201, there is no difference from the one disclosed in Japanese Patent Application Laid-Open No. 6-64863. If one of the brakes 11 L or 11 R did not operate, the car 2 could not be similarly stopped.

The present invention solves the above-described problems by reducing the size of the hoist by driving the car with a plurality of hoists, and at the same time, the relative position of the main cable generated by each hoist. Provided is a control device for an elevator that can stably raise and lower a car by preventing a positional displacement beforehand or correcting a relative displacement of a main rope when it occurs. The purpose is to: Summary of the Invention 1. The present invention relates to a method for raising and lowering a car by individually locking main ropes to a plurality of portions of a car that moves up and down in a hoistway and winding the car around a plurality of hoisting machines installed correspondingly. In the control device of the elevator, the tension of the main rope in a stationary state before starting the car is detected for each main rope locking portion, and the output of the corresponding hoist is detected as described above. The car is driven up and down by increasing or decreasing individually based on the value. For this reason, even if the load is biased and loaded on the car and the tension of the main ropes is different for each main rope locking part, the hoist drives the car with a reasonable output, so the relative Movement can be prevented and the car can be prevented from tilting abnormally.

2. In addition, the present invention sums up the tensions detected for each main rope locking portion in a stationary state of the car before starting, and uses the sum as a load in the car. The degree of congestion in the car is calculated. Therefore, there is no need to install a separate detector to detect the load.

3. In addition, the present invention relates to a method in which a main rope is individually fixed to a plurality of portions of a car that moves up and down the hoistway, and the main rope is started up and wound around a plurality of hoisting machines installed correspondingly. The elevator control device that moves up and down detects the difference between the floor and the car floor when the car arrives at the destination floor for each main rope anchoring section, and this detected value exceeds a predetermined value. In order to reduce the difference in landing, the main hoist locking parts are individually moved up and down by the corresponding hoist to make the floor fit. For this reason, even if the hoisting machine causes relative movement of the main ropes and the car floor is inclined, the relative movement of the main ropes will not increase cumulatively because they will be corrected by floor matching.

4. Further, the present invention relates to an elevator control apparatus in which a car is driven up and down by a plurality of hoists, wherein a hoisting distance is calculated for each hoist, and a difference between the calculated values is a predetermined value. The hoisting machine is stopped when it exceeds. For this reason, the car floor can be prevented from abnormally tilting.

5. Furthermore, the present invention calculates the above-mentioned lifting distance by measuring the rotational angular velocity of the hoist, and stops the hoist when the difference between the calculated values exceeds a predetermined value. It is something that has been done. For this reason, the hoisting machine can be stopped not only when the main ropes actually move relative to each other, but also when the turning of the hoisting machine is irregular and the rotation angular velocity is different. If there is a variation in the wear of the upper machine, Can be.

6. Furthermore, the present invention relates to an elevator control device in which a car is driven up and down by a plurality of hoists, wherein the power of the motor of each hoist is individually measured, and the difference between the measured values is measured. When a predetermined value is exceeded, the hoist is stopped. For this reason, it is possible to prevent operation in a state where the load is extremely biased to one motor, for example, in a state where the car is abnormally inclined.

7. The present invention further relates to a car for raising and lowering a main hoist individually at a plurality of portions of a car which is moved up and down in a hoistway, and winding the car around a plurality of hoisting machines installed correspondingly. In the elevator control device that drives the elevator up and down, the up-and-down distance from the departure floor to the destination floor is calculated in advance and given as a common target ascent / descent distance to each winding machine. The remaining distance is calculated for each main rope anchoring section, and the speed corresponding to the remaining distance is used as a speed command to individually control each corresponding hoist. For this reason, speed control suitable for the target ascent / descent distance becomes possible, and it is possible to accurately land on the destination floor.

8. Furthermore, the present invention relates to the above-mentioned car, in which the main ropes are individually locked at a plurality of portions of the car which rises and descends in the hoistway, and the main ropes are started up and wound around a plurality of hoisting machines installed correspondingly. When the operation command is issued at the beginning of the elevator control device that drives the elevator up and down, the speed command is calculated over time and the hoist is controlled collectively. From the deceleration point set in front of the predetermined distance to the destination floor, the speed corresponding to the remaining distance is calculated for each main rope locking part, and each hoist corresponding to the speed command is controlled individually. It is. As a result, the detection area is reduced as compared with the case where the car position is detected over the entire range of the elevating distance, so that the car position detecting device can be simplified by the amount corresponding to the reduction, and the remaining position from the deceleration point can be reduced. The control is performed by speed commands corresponding to the distance, so that the rider can land accurately without impairing the riding comfort. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective view showing the entirety including a preferred elevator control apparatus according to Embodiment 1 of the present invention.

FIG. 2 is a block diagram showing an electric circuit in the same manner. FIG. 3 is a longitudinal sectional view showing a main part of the tension detector 21 in the same manner.

FIG. 4 is an explanatory diagram showing an operation state of the tension detector 21 in the same manner.

FIG. 5 is a perspective view showing the car position detectors 35 and 41 in the same manner.

FIG. 6 is a front view showing the car 2 at the time of landing.

FIG. 7 is a front view showing the car 2 at the time of landing.

FIG. 8 is an explanatory diagram showing a speed command V o with respect to the remaining distance in the call answering operation.

FIG. 9 is an explanatory diagram showing a speed command L Vo with respect to the remaining distance in the floor-matching operation.

FIG. 10 is a flowchart showing the operation of the call answering operation.

FIG. 11 is a flowchart showing the operation of the floor matching operation.

FIG. 12 is a block diagram showing an electric circuit of a preferred elevator control apparatus according to Embodiment 2 of the present invention.

FIG. 13 is a perspective view showing a car position detector 41 according to Embodiment 2 of the present invention.

FIG. 14 is an explanatory diagram showing a time-to-speed command V ao and a remaining distance-to-speed command V do in a call answering operation according to the second embodiment of the present invention.

FIG. 15 is a flowchart showing a call answering operation according to Embodiment 2 of the present invention.

FIG. 16 is a perspective view showing the entirety of a preferred elevator according to Embodiment 3 of the present invention.

FIG. 17 is a conceptual diagram of a conventional elevator equipped with a plurality of winding machines. BEST MODE FOR CARRYING OUT THE INVENTION

The present invention will be described in more detail with reference to the accompanying drawings. In the drawings, the same or corresponding portions are denoted by the same reference characters, and description thereof will be appropriately simplified or omitted.

Also, in the following embodiment, the elevator is provided with two hoisting machines on the left and right, and is similar to the elevator disclosed in Japanese Patent Application Laid-Open No. 2000-261257. You The elements related to the left side are marked with “L” at the end of the code, the elements related to the right side with “R” at the end of the code, and the left and right are Omit “L” and “R” when grouping without distinction.

Embodiment 1

FIG. 1 to FIG. 11 show Embodiment 1 of a control device for an entire elevator equipped with a plurality of hoists according to the present invention. In the first embodiment, in particular, two hoists are installed at the top of the hoistway, and the distance from the departure floor to the destination floor is given to each hoist as a target elevating distance, and the remaining from the current position to the destination floor is provided. Each hoist is individually controlled at a speed commensurate with the distance.

FIG. 1 is a perspective view showing the entire control device of the elevator. In the figure, 1 is the hoistway, 2 is the car, 3 is the car floor, 4 is the lower frame that supports the car floor 3, 5 is the vertical frame erected on both left and right sides of car 2, and 6 is above car 2. It is the upper frame which was installed horizontally. Reference numeral 7 denotes a pair of car guide rails which are fixed to the hoistway side walls on both sides of the car 2, and 8 denotes weight guide rails which are fixed to the hoistway side walls on the back of the car 2 to stand upright. A pair of weight guide rails 8 are provided side by side on the right and left, respectively. Reference numeral 9 denotes a pair of hoisting machines installed on the left and right of the hoistway 1 so as to be spaced apart from each other at the top, and drives the sheave 10, the brake 11 for stopping the sheave 10, and the sheave 10. It consists of a motor 1 2. 1 3 is a pair of left and right main ropes wound around the sheave 10 and one end of which is locked to the lower frame 4 of the car 2, 14 is a deflecting wheel that guides each main rope 1 3 to the car 2, 1 5 Is a shirt loop rod attached to the end of each main rope 13, 16 is a shackle spring interposed between the lower frame 4 and each shackle opening 15, 17 is the other end of each main rope 13 The counterweight is locked to the left and right, and is provided separately on the left and right. Reference numeral 18 denotes a floor on which the car 2 arrives, and reference numeral 19 denotes a control panel for controlling each hoisting machine 9. Reference numeral 35 denotes a pair of left and right lattice plates attached to the car guide rail 7 with the longitudinal direction of the cage extending vertically, and slits are formed as shown in detail in FIG. Reference numeral 1 denotes a U-shaped optical sensor, which is mounted on the lower frame 4 on the left and right sides of the car 2 with the opening directed toward the hoistway side wall, and is intermittently transmitted through the grid plate 3 5 inserted into the opening. It outputs a pulse signal. The grid plate 35 and the optical sensor 41 function as a car position detector.

By the way, the counterweight 17 is set to have a weight so as to be just balanced when a load of 40% to 60% of the normal load is loaded on the car 2. Here, equilibrium at 50% load Assuming that the loaded load is Wf and acts equally on the left and right hoisting machines 9, a load torque is applied to each sheave 10 based on the unbalanced load Wf / 4. Therefore, if one of the brakes 11 does not operate, the unbalanced load will concentrate on the other brake 11. As a result, a load torque based on the unbalanced load (W f Z 4) X 2 is applied to the other brake 11, but the brake 11 applies a load torque due to the regular unbalanced load W f Z 4.

Since it is set so as to generate a braking torque of 250% to 300%, the car 2 having the loaded load W f can be stopped by one brake 11 1.

FIG. 2 is a block diagram showing an electric circuit of the control device of the elevator. In the figure, reference numeral 21 denotes a tension detector which is attached to the lower surface of the lower frame 4 of the car 2 and detects the contraction of the shirt loop spring 16 to detect the tension of each main rope 13. Shown in

51 is a car operation panel, and 52 is a landing button attached to each floor 18. 53 is an encoder that emits a pulse signal in accordance with the rotation of each hoisting machine 9.

Reference numeral 60 denotes an operation management device, a call registration circuit 60a for registering a call using the car operation panel 51 and the landing button 52, and a target elevating operation for calculating an elevating distance to the destination floor as a target elevating distance Do. Distance calculation circuit 60b, operation command circuit 60c for commanding operation to the destination floor, floor matching command circuit 60e for commanding floor matching operation, and The load in the car 2 is calculated by adding up the tensions of the main ropes 13 to calculate the load in the car 2.

61 L indicates a device related to ascending and descending on the left side of the car 2, and 61 R indicates a device related to ascending and descending on the right side of the car 2, as indicated by a chain line in the figure. The two devices 61 L and 61 R have the same device configuration, and will be described together without distinguishing between them. Reference numeral 62 denotes an operation contact which is closed by an instruction of the operation instruction circuit 60c or the floor alignment instruction circuit 60e and supplies electric power from the power converter 77 to the motor 12. 6 3 is a car speed calculating means for calculating the car speed Vm of the car 2 from the number of pulse signals generated per unit time by the encoder 53. 6 4 is a vertical distance calculator for calculating the vertical distance D m from the departure floor to the current position of the car 2 by integrating the car speed Vm.

6 5 is a subtractor that calculates the remaining distance D r to the destination floor by subtracting the lifting distance D m from the target lifting distance D o, 6 6 is a position controller that outputs a speed command V o corresponding to the remaining distance Dr The details of the speed command Vo are shown in Fig. 8. 6 7 is based on the command of the operation command circuit 60c. The terminals a and c are connected to each other, and the terminals b and c are connected according to the command of the floor alignment command circuit 60 e. Reference numeral 68 denotes a subtractor for calculating a speed difference between the speed command Vo and the car speed Vm, and 69 a speed controller for outputting a torque command To corresponding to the speed difference.

7 1 is a switch that connects terminals b and c before the start of the car 2 and connects the terminals a and c together with the closing of the operating contact 6 2, 7 2 is a switch just before the start detected by the tension detector 2 1 The stationary torque calculator that calculates the static torque Ts from the tension of the main rope 13 in the stationary state of the motor, 73 is an adder that adds the static torque Ts to the torque command To, and 74 is through the switch 71. A load torque calculator that calculates the load torque Tm from the tension of the main rope 13, 75 is a subtractor that calculates the torque difference between the added value of the torque command To and the static torque Ts and the load torque Tm, 7 6 Is a torque controller that outputs a current command Io corresponding to the torque difference, 77 is a power converter that supplies electric power to the motor 12 based on the current command Io and the output current, and 78 is a power converter 77 This is a current transformer that detects the output current from

Reference numeral 79 denotes a floor-matching zone memory in which floor-matching zones LZU and LZD set above and below the floor 18 are recorded. Details of the floor-matching zones LZU and LZD are shown in FIG. 80 is a car position calculator that calculates the car position L Dm by counting the pulse signal of the optical sensor 41, and 81 is the car position calculator that subtracts the car position L Dm from the floor matching zone LZU or LZD to the floor 18 A subtractor that calculates the remaining distance LDr, 82 is a floor matching controller that outputs a speed command LVo corresponding to the remaining distance LDr, and details of the speed command LVo are shown in FIG.

8 5 is an elevating distance comparator for comparing the elevating distance Dm of the left and right hoisting machines 9, and 8 6 is a current value of the right and left hoisting machines 9 input through the respective current transformers 7 8 to calculate both current values. The current comparator for comparison, 87, is used when the range of the vertical distance Dm by the vertical distance comparator 85 exceeds the predetermined value, or when the range of the current value by the current comparator 86 exceeds the predetermined value. This is a safety circuit that stops the hoisting machine 9.

FIG. 3 is a longitudinal sectional view showing a main part of the tension detector 21. Usually, a plurality of main ropes 13 are used on each of the left and right sides. Here, the tension of one main rope 13 is detected. 22 is a pobin, 23 is a primary winding wound around the center of the pobin 22, 24 and 25 are secondary windings wound around the pobin 22 on both sides of the primary winding 23. Are differentially connected to each other. Reference numeral 26 denotes a movable iron core that is inserted into the pobin 22 and is locked to the shirt loop rod 15 via the bracket 27. Move up and down. That is, the tension detector 21 is composed of a differential transformer, the primary winding 23 is connected to an AC power supply 28 having a voltage e1, and the secondary windings 24 and 25 output voltages e2a and e2b, respectively. Is done. The difference voltage eo = e 2 ae 2b between the two is output to the output terminal 29. When the movable iron core 26 is located at the center of the pobin 22, the difference voltage eo = 0. In setting the tension detector 21, first, the tension of the left and right main ropes 13 is measured with the car 2 being unloaded. The positions of the movable iron cores of the left and right tension detectors 21 are set so that the output eo becomes “0” when the smaller one of the tensions acts. Therefore, the output eo of the tension detector 21 is a value proportional to the difference from the smaller tension of the left and right main ropes 13 when no load is applied.

FIG. 4 shows an operation state of the tension detector 21. That is, the tension detectors 21 are attached to the left and right sides of the car 2 and operate independently to output eOL and eOR. When the car 2 is stationary, the static torques TsL and TsR are calculated by the static torque calculators 72L and 72R based on the outputs eOL and eOR.

As shown in the figure, if the passenger 2a gets on the side of the vehicle, the right main rope 13R has a larger tension than the left main rope 13L. For this reason, since the shirt spring 16 R on the side is more compressed, the output e oR is larger than the output e o L, and the static torque T s R is also the same.

FIG. 5 is a perspective view showing a cage position detector composed of a lattice plate 35 and an optical sensor 41, and slits 36 are punched at a constant pitch d in the lattice plate 35 whose longitudinal direction is directed vertically. At the same time, a notch 37 for the landing zone is formed on one side, which is cut out from the center by equal dimensions LU and LD. Reference numeral 38 denotes a bracket for attaching the grid plate 35 to the car guide rail 7.

On the inner surface of one arm of the main body of the optical sensor 41, a projector 42p, 43p is mounted vertically at a predetermined distance, and a projector 44p is mounted in the depth direction, and the other is a receiver opposite to the other. 42 r, 43 r, 44 r are installed. The light receivers 42r and 43r function as car position encoders that output pulse signals when the light of the light emitters 42p and 43p is interrupted by the grid plate 35. The light receiver 44r detects the floor matching zones LZU and LZD when the light from the light emitter 44p is blocked by the grid plate 35, and detects the landing zones LU and LD when the light is transmitted. I do. Therefore, the light receiver 44r functions as a landing zone detector. Here, the lattice plate 35 is connected via the bracket 38 so that the center of the lattice plate 35 coincides with the center of the optical sensor 41 attached to the lower frame 4 when the car floor 3 and the floor 18 are aligned. It is attached to the car guide rail 7.

FIG. 6 shows the car 2 at the time of landing. That is, the car position detectors composed of the optical sensor 41 and the grid plate 35 are attached to the left and right of the car 2 and operate independently to detect the position of the car floor 3. As shown in the figure, the car floor 3 is inclined upward to the left with respect to the floor 18, and the right receiver 44 rR is in the landing zone LU LD, but the left receiver 44 r L is Suppose that it is out of the landing zone LU and is in the upper rank. Floor matching is performed only on the left side, and floor matching is performed by lowering only the left side of car 2 so that the receiver 44rL is within the landing zone LULD.

Fig. 7 shows the car 2 at the time of landing. That is, floor matching is performed only when both the left and right are within the floor matching zone LZU L ZD. As shown in the figure, car floor 3 is inclined higher than floor 18 and stops, and the right receiver 44 r R is in the floor matching zone LZU, but the left receiver 44 r L is in the floor matching zone. If it is out of L ZU and above the floor, no floor matching will be performed.

FIG. 8 shows a speed command Vo output from the position controller 66 in the call answering operation. In the figure, the speed command Vo is calculated for the remaining distance Dr to the destination floor. When the operation command is issued at time t0, the speed command vo1 is output as an initial value. When the ascent / descent distance calculator 64 outputs the distance Dml when the ascending / descending operation is performed based on the speed command Vo1, the remaining distance Dr to the destination floor becomes Dr (Do-Dml) as the target ascent / descent distance Do. . The speed command vo 2 is output for the remaining distance Dr. Similarly, when the vehicle travels up and down by a distance Dm2 from the departure floor based on the speed command Vo2, the remaining distance Dr (= Do—Dm2) is obtained, and the speed command vo3 is output for the remaining distance Dr. The time t3 when the vehicle moves up and down based on the speed command vo3 and moves up and down by a distance Dm3 from the departure floor is the current position of the car 2. A new speed command Vo is output for the remaining distance Dr (= Do-Dm3) from this position, and becomes constant when the rated speed Vmax is reached.

When the remaining distance Dr becomes equal to the deceleration distance, a decelerated speed command Vo is output in accordance with the remaining distance Dr, and the vehicle reaches the destination floor according to the speed command Vo. Fig. 9 shows the speed command LVo in floor matching operation. The floor command L Vo is output from the floor controller 82, outputs an initial value LVmax, and then outputs a speed command LVo that gradually decreases in accordance with the remaining distance LD r from the subtractor 81. In the flooring zones LZU and LZD, the optical sensor 41 engages with the grid plate 35. With this relationship, the car position calculator 80 detects the operating direction of the car 2 from the operation order of the receiver 42r and the receiver 43r, and receives light starting from the upper reference position Pu or the lower reference position Pd. The position LDm of car 2 is calculated from the number of pulse signals of the detector 42r or the receiver 43r. Accordingly, the position LDm of the car 2 is detected starting from the upper reference position Pu in the case of descending operation and starting from the lower reference position Pd in the case of ascending operation. When the car floor 3 is disengaged from the landing zones LU and LD and the light to the receiver 44r is cut off, floor matching is performed according to the speed command LVo.

The operation of the call answering operation will be described with reference to FIG. The following is an operation common to the left device 61L and the right device 61R, and will be described without distinction.

When the hall call or the car call is registered in the call registration circuit 60a, the procedure shifts from the step S11 to the step S12, and an operation command for responding to the call is issued from the operation command circuit 60c. In step S13, the ascent / descent distance from the departure floor to the destination floor is calculated by the ascent / descent distance calculation circuit 60b, and is output as a target ascent / descent distance Do common to the left device 61L and the right device 61R. In step S14, connect the switch 71 to the terminal b, input the output of the tension detector 21 to the static torque calculator 72, and calculate the static torque Ts from the tension of the main rope 13 in the static state before starting. After that, the switch 71 is connected to the terminal a. In step S15, switch 67 is also connected to terminal a. In step S16, the operation contact 62 is closed, the brake 11 is released, and power is supplied to the motor 12.

In step S17, the pulse signal of the encoder 53 is input to the car speed calculation means 63 to calculate the car speed Vm, and then the car speed Vm is integrated by the elevating distance calculator 64, and the current of the car 2 from the departure floor Calculate the vertical distance Dm to the position. In S18, the remaining distance Dr to the destination floor is calculated by subtracting the lifting distance Dm from the target lifting distance Do by the subtractor 65 in S18. In step S19, the position controller 66 outputs a speed command Vo corresponding to the remaining distance Dr. In step S20, the subtracter 68 calculates the speed difference ΔΥ between the speed command Vo and the car speed Vm. In step S21, the speed controller 69 is used based on the speed difference Δν. Thus, the torque command To is calculated. In step S22, the torque command To and the static torque Ts are added by the adder 73. In step S23, the subtractor 75 calculates the torque difference ΔΤ between the added value of the torque command To and the static torque Ts and the load torque Tm. In step S24, the torque controller 76 calculates the current command Io based on the torque difference ΔΤ. In step S25, power is supplied to the motor 12 by the power converter 77 based on the current command Io.

In step S26, when the car position detector consisting of the grid plate 3 5 and the optical sensor 4 1 detects that the car 2 has arrived at the destination floor, the operation proceeds to step S27, in which the operating contacts 62 are opened. Activate the brake 11 and deactivate the motor 12 to return to step S11 and perform the next call answering operation. If car 2 has not arrived at the destination floor in step S26, return to step S17, and repeat steps S17 to S26 to drive car 2 to the destination floor. .

The operation of the floor matching operation will be described with reference to FIG. The following is an operation common to the left device 61 L and the right device 61 R, and will be described separately for the left and right unless necessary. As shown in Fig. 6, move to step S32 only when both floor matching zones LZU and LZD are detected. As shown in Fig. 7, if there is a receiver 44r that has not detected the floor matching zones LZU and LZD, floor matching operation is not performed. This is because floor matching operation when the difference between floors 18 and 3 is large. If the receivers 4 4 r of the left and right optical sensors 41 in step S 32 detect both the landing zones L U and L D, floor matching operation is not performed. This is because there is no need for floor matching. As shown on the left side of Fig. 6, if there is a receiver 44r that has not detected the landing zone LU and LD, the receiver 44r detects the landing zone LU and LD in step S33. The floor alignment command circuit 60 e on the side that is not running operates.

Connect the switch 7 1 to the terminal b in step S 3 4 and input the output of the tension detector 2 1 to the static torque calculator 7 2, and calculate the static torque T based on the tension of the main rope 1 3 in the static state before starting. After calculating and storing s, connect switch 71 to terminal a. In step S35, switcher 67 is also connected to terminal b. In step S36, the operating contacts 62 are closed to release the brake 11, and power is supplied to the motor 12. Step S3 7 floor-matching controller 8 2 floor-matching operation Outputs the initial value LVmax as the speed command LVo. In step S38, the car position LDm is read from the car position calculator 80. The car position LDm is calculated by the car position calculator 80 from the pulse signal of the optical sensor 41 starting from the upper reference position Pu or the lower reference position Pd when the car 2 arrives at the destination floor in the call answering operation. It has already been calculated and stored. In step S39, the floor alignment zones LZU and LZD are read from the floor alignment zone memory 79, and the floor alignment zones LZU and LZD and the car position LDm are subtracted by the subtractor 81 to the floor 18. The remaining distance LDr is calculated. In step S40, the floor matching controller 82 outputs a speed command LVo that gradually decreases in accordance with the remaining distance LDr, as shown in FIG. In step S41, the speed difference Δν between the speed command LVo and the car speed Vm is calculated by the subtractor 68.

Step S42 is the same processing as steps S21 to S25 in FIG. 10, in which the torque controller To is calculated by the speed controller 69 based on the speed difference Δν, and the torque command T is calculated by the adder 73. o and the static torque T s are added, the subtractor 75 calculates the torque difference ΔΤ between the added value of the torque command To and the static torque T s and the load torque Tm, and the torque controller 76 calculates the torque difference ΔΤ based on the torque difference ΔΤ. A current command Io is calculated, and electric power is supplied to the motor 12 by the power converter 77 based on the current command I0 to drive the car 2 up and down.

When it is detected in step S43 that the car floor 3 has entered the landing zones LU and LD by the photodetector 44r, the process proceeds to step S44, in which the operation contact 62 is opened, the brake 11 is operated, and the motor 12 is turned on. Deenergize and end floor matching operation. If it is determined in step S43 that the car floor 3 has not reached the landing zones LU and LD, the procedure returns to step S38, and the steps from step S38 to step S43 are repeated to perform floor matching operation.

According to the first embodiment, the car 2 is raised and lowered by locking the main ropes 13 on the left and right sides of the car 2, respectively, and winding the car 2 around the hoisting machines 9 installed correspondingly. Therefore, even if one of the brakes 11 does not operate, the other brake 11 can stop the car 2 having the loaded load Wf.

In addition, the tension of each main rope 13 in the stationary state before starting the car 2 is detected, and the torque of the corresponding hoist 9 is individually increased or decreased based on the detected value to drive the car 2 up and down. As a result, the load was biased and loaded on the car 2, and the tension of each main rope 13 was different. However, since the hoist 9 drives the car 2 with an appropriate torque, the relative movement of the main ropes 13 can be prevented, and the car floor 3 can be prevented from abnormally tilting.

In addition, a tension detector 21 is provided for each main rope 13, and the sum of the outputs of the tension detectors 21 when the car 2 is not running before starting is used as the load in the car. Since 60 f is provided, the load in the car 2 can be detected and the degree of congestion can be calculated without separately installing a detector.

Furthermore, when the difference between the floor 18 and the floor 3 when the car 2 has landed on the destination floor exceeds the upper landing zone LU or the lower landing zone LD, the corresponding hoisting machine 9 Since the floors are individually laid, if the hoisting machine 9 causes the main ropes 13 to move relative to each other, and even if the car floor 3 is tilted, it will be corrected by the flooring, so that the main ropes 13 The relative movement does not increase.

Furthermore, the lifting distance Dm is calculated for each of the hoisting machines 9 and compared with the lifting distance comparator 85.

However, when the difference exceeds a predetermined value, the safety circuit 87 is actuated to stop the hoisting machine 9, so that the car floor 3 can be prevented from being abnormally inclined. In particular, since the rotational angular velocity ω of the hoisting machine 9 is measured by the encoder 53, and the above-described elevation distance Dm is calculated from the measured value, it is limited only when the main rope 13 actually moves relatively. The hoisting machine can also be stopped when the hoisting machine 9 has irregular rotation and a difference in the lifting distance Dm, so that even if the sheave 10 wears unevenly, And can take action.

Furthermore, the current of the motor 12 of each hoisting machine 9 is individually measured and compared by the current comparator 86, and when the difference exceeds a predetermined value, the safety circuit 87 is operated to wind up. Since the motor 9 is stopped, it is possible to prevent the operation in a state in which the load on one motor 12 is extremely biased, for example, a state in which the car 2 is abnormally inclined.

Furthermore, the elevating distance from the departure floor to the destination floor is calculated in advance and given as a common target elevating distance D o for each hoist 9, and the remaining distance D r from the current position to the destination floor is provided for each hoist 9. Since the speed corresponding to the remaining distance Dr is calculated as a speed command Vo and the corresponding hoisting machines 9 are individually controlled, speed control suitable for the target elevating distance Do can be performed. You can land exactly on the floor.

In the first embodiment, the bias of the load applied to the hoist 9 is controlled by the current transformer 78. Although the motor current is detected and compared by the current comparator 86, the present invention is not limited to this. The load torque applied to each hoist 9 is compared to detect the deviation of the load. It may be.

Embodiment 2

FIGS. 12 to 15 show Embodiment 2 of the control device for an elevator equipped with a plurality of hoists according to the present invention.

In the second embodiment, when an operation command is issued, a speed command is calculated with the passage of time and the winding machine is controlled collectively, and a speed corresponding to the remaining distance from the deceleration point to the destination floor is obtained. The hoisting machine is individually controlled by the degree command.

FIG. 12 is a block diagram showing an electric circuit of the control device of the elevator, and 91 is a pair of left and right lattice plates attached to the car guide rail 7 with the longitudinal direction of the control device being vertical. As shown in Fig. 13, a slit 36 is formed from the upper and lower deceleration points PPu, PPd to the floor position. 100 is an operation management device. In addition to the call registration circuit 60a, the operation command circuit 60c, the floor matching command circuit 60e, and the car load detection circuit 60f, the optical sensor 4 1 Is engaged with the lattice plate 91 and detects a deceleration point set a predetermined distance before the destination floor, and includes a deceleration command circuit 60d for instructing deceleration. Reference numeral 101 denotes a time speed calculator which calculates a speed command V ao with the passage of time when an operation command is issued from the operation command circuit 60 c and controls both the hoisting machines 9 collectively.

102 L indicates equipment related to the ascending and descending of the main rope 13 L on the left side of the car 2 as indicated by the chain line in the figure, and 102 R indicates the equipment of the main rope 13 R on the right side of the car 2 as well. Shows equipment related to elevating. The two devices 102 L and 102 R have the same device configuration, and will be described collectively without distinguishing between them. Reference numeral 103 denotes a deceleration controller which calculates a speed corresponding to the remaining distance GDr from the deceleration point to the destination floor for each hoisting machine 9 to generate a speed command V do shown in FIG. 104 is connected to terminals a and d by the command of the operation command circuit 60c, terminals b and d are connected by the command of the deceleration command circuit 60d, and the terminals are connected by the command of the floor matching command circuit 60e. c and d are switches to be connected.

Numeral 105 denotes a portion composed of the same elements as those denoted by reference numerals 71 to 77 in FIG. 106 is a car position calculator that calculates the car position GDm by counting the pulse signals of the optical sensor 41, and 107 is the deceleration distance GZU, GZD from the deceleration point to the floor 18 Is a deceleration distance memory recorded. Reference numeral 108 denotes a subtractor that calculates the remaining distance GDr by subtracting the car position GDm starting from the deceleration point from the deceleration distance GZU or GZD. FIG. 13 is a perspective view showing a car position detector composed of a lattice plate 91 and an optical sensor 41. The lattice plate 91 having its longitudinal direction directed upward and downward has a constant deceleration point from the upper and lower deceleration points PPu, PPd to the floor 18. A slit 36 is punched at a pitch d of the floor, and a notch 3 7 for the landing zone is formed on one side of the floor 18 with the same dimensions LU and LD cut out vertically above and below the floor 18. Shielding portions 92 for specifying floor matching zones LZU and LZD are formed above and below the flooring notch portion 37 with the floor 18 as the center.

In other words, the lattice plate 91 starts from the upper deceleration point PPu or the lower deceleration point PPd,

Identify the deceleration distances GZU and GZD up to 18, and specify the floor matching zones LZU and LZD starting from the upper reference position Pu or the lower reference position Pd, and furthermore, the landing zone

It specifies LU and LD.

FIG. 14 shows a speed command Vao output from the time speed calculator 101 and a speed command Vdo output from the deceleration controller 103.

When the operation command is issued from the operation command circuit 60a at time t20, the speed command Vao increases stepwise every time a predetermined time Δt elapses, and becomes a constant value when the rated speed Vmax is reached. .

Assuming that the optical sensor 41 is engaged with the lattice plate 91 at the time t21, the operation of the deceleration command circuit 60d causes the terminals b and d of the switch 104 to be connected to output the deceleration speed command Vd0. That is, the car position calculator 106 calculates the car position G Dm starting from the upper deceleration point PPu in the descending operation and starting from the lower deceleration point P Pd in the ascending operation. When the car position GDm is subtracted from the deceleration distance GZU or GZD by the subtracter 108 to calculate the remaining distance GDr, the deceleration controller 103 calculates a speed corresponding to the remaining distance GDr. This speed is output as a speed command V do via the switch 104.

The operation of the call answering operation according to the second embodiment of the present invention will be described with reference to FIG. The following is the operation common to the left device 102L and the right device 102R, and will be described without distinction.

When a hall call or a car call is registered in the call registration circuit 60a, the procedure moves from step S51 to step S52, and an operation command for responding to the call is issued from the operation command circuit 60c. You. In step S53, the switch 71 is connected to the terminal b, and the static torque Ts is calculated from the tension of the main rope 13 in the stationary state before starting and stored, and then the switch 71 is connected to the terminal a. Connect the switch 104 to the terminal a in step S54. In step S55, the operation contact 62 is closed, the brake 11 is released, and power is supplied to the motor 12.

In step S56, the speed command V ao is output from the time speed calculator 101 according to the run command of the run command circuit 60c. In step S57, a speed difference Δν between the speed command V ao and the car speed Vm is calculated by the subtractor 68. Step S58 is a process similar to steps S21 to S25 in FIG. 10, in which the torque command To is calculated based on the speed difference Δν, and the static torque Ts is added to the torque command To. The electric motor 12 is energized so as to output a torque to move the car 2 up and down. In step S59, it is checked whether the optical sensor 41 is engaged with the lattice plate 91 and a deceleration command is output from the deceleration command circuit 60d. If the deceleration command has not been output yet, the process returns to step S56, and repeats the processes from step S56 to step S59.

When the deceleration command is output in step S59, the terminals b and d of the switch 104 are connected in step S60. In step S61, the car position GDm starting from the deceleration point PPu or PPd is read from the car position calculator 106. In step S62, the deceleration distance GZU or GZD is read from the deceleration distance memory 107, and the car position GDm is subtracted from the deceleration distance GZU or GZD by the subtractor 108 to calculate the remaining distance GDr to the floor 18. In step S63, the deceleration controller 103 outputs a speed command Vdo that decreases stepwise according to the remaining distance GDr, as shown in FIG. In step S64, the speed difference Δν between the speed command Vd o and the car speed Vm is calculated by the subtractor 68. Step S65 is a process similar to steps S21 to S25 in FIG. 10, in which a torque command οο is calculated based on the speed difference Δν, and a static torque T s is added to the torque command Τ0. The motor 12 is energized so as to output the added torque to perform deceleration operation. If it is detected in step S66 that the car floor 3 has entered the landing zone LU or LD by the receiver 44r, the process proceeds to step S67, in which the operating contact 62 is opened and the brake 11 is operated. The motor 12 is deenergized to terminate the call answering operation. If it is determined in step S66 that the car floor 3 has not reached the landing zones LU and LD, the process returns to step S61, and repeats the processes from step S61 to step S66 to perform a call answering operation. The floor matching operation is the same as in Fig. 11, and the description is omitted.

According to the second embodiment, the speed command V ao is output from the time speed calculator 101 as time elapses from the departure floor to the deceleration points PPu and PPd. Calculation of V ao is easy. In addition, since the left and right hoists 9L and 9R are controlled collectively by the same speed command V ao, there is little difference in the vertical distance between the two. In addition, from the deceleration points PPu and PPd to the floor 18 of the destination floor, the position of the car 2 by each main rope 13 is directly detected by the optical sensor 41 and the grid plate 91, so accurate Position control becomes possible.

Embodiment 3.

FIG. 16 shows Embodiment 3 of the elevator control device according to the present invention. In the first and second embodiments, the counterweights 17 are individually suspended on the left and right. However, in the third embodiment, a common fishing line is used for the left and right main ropes 13L and 13R. The weight is suspended. That is, each of the main ropes 13L and 13R is locked at both ends by a common car 2 and a common counterweight 17A.

Also in the third embodiment, the counterweight 17A is set to the same weight as in the first embodiment. Therefore, even if one of the brakes 11 is not operated, only the other brake 11 is used. The car 2 with the loaded load W f can be stopped. In particular, in the third embodiment, since the counterweight 17A is common to the left and right main ropes 13L and 13R, only one pair of the weight guide rails 8 is required, so that installation work is reduced. . Industrial applicability

INDUSTRIAL APPLICABILITY As described above, the elevator control apparatus including a plurality of hoists according to the present invention is suitable for the elevator control apparatus in which a plurality of hoists must be installed in a small place. ing. It is also suitable for a control device that controls the lifting of heavy objects during installation.

Claims

The scope of the claims

1. The main ropes are individually locked to a plurality of parts of the car that moves up and down the hoistway, and the car is started up and wound around a plurality of hoists installed correspondingly to drive the car up and down. In the control device at night, the tension of each of the main ropes in the stationary state of the car is individually detected by a tension detector, and the output of the corresponding hoist is individually detected based on the detected value. The elevator is driven up and down by increasing or decreasing

2. An in-car load detecting means for detecting a load in the car by adding a tension in a stationary state detected for each main rope by a tension detector and providing a load detecting means in the car. A control device for ELEBE.

3. The main ropes are individually locked to a plurality of parts of the car that moves up and down the hoistway, and the car is started up and wound around a plurality of hoists installed correspondingly to drive the car up and down. The elevator control device detects the difference between the floor and the car floor when the car has landed on the destination floor for each locking part of the main rope, and when the detected value exceeds a predetermined value. A control device for an elevator, wherein the main hoist engaging portions are individually moved up and down by the corresponding hoisting machine so as to reduce the difference, thereby adjusting the floor.

4. The main ropes are individually locked to multiple parts of the car that moves up and down the hoistway, and the car is raised and wound around a plurality of hoists installed correspondingly to drive the car up and down. In the control device of the present invention, a lifting / lowering distance calculator for calculating a lifting / lowering distance is provided for each of the hoisting machines, and a safety device for stopping the hoisting machine when the difference between the calculated values exceeds a predetermined value. A control device for an elevator, comprising a circuit.

5. The control device for an elevator according to claim 4, wherein the lifting distance calculator is a rotation angle measuring device for measuring a rotation angle of the hoist.

6. The main ropes are individually locked to a plurality of parts of the car that moves up and down the hoistway, and the car is started up and wound around a plurality of hoists installed correspondingly to drive the car up and down. In the elevator control apparatus described above, the power of the motor driving the hoist is measured for each hoist, and when the difference between the measured values exceeds a predetermined value, the hoist is stopped. A control device for the elevator that features all circuits.

7. Main ropes are individually locked to a plurality of parts of a car that moves up and down the hoistway, and the car is started up and wound around a plurality of hoists installed correspondingly to drive the car up and down. In the control device of the night, the target elevating distance calculating means for calculating the elevating distance from the departure floor to the destination floor in advance and providing the same as the target elevating distance to the above-mentioned winding machine; Elevating distance measuring means for measuring the elevating distance of the car to the current position for each of the main rope anchoring portions, and subtracting the measured value from the target elevating distance to lock the remaining distance to the destination floor with the main rope locking And a lifting position control means for calculating a speed corresponding to the remaining distance for each of the hoists corresponding to the remaining distance and outputting the speed command as a speed command. The hoisting machine is controlled individually. Jer base Isseki control apparatus characterized by.

8. The main ropes are individually locked to a plurality of parts of the car that moves up and down the hoistway, and the car is started up and wound around a plurality of hoists installed correspondingly to drive the car up and down. Time control means for calculating a speed command as time passes, and deceleration point detection for detecting a deceleration point set a predetermined distance before the destination floor for each of the main rope anchoring portions in the elevator control device. Means for calculating the speed corresponding to the remaining distance from the current position of the car to the destination floor for each of the main rope locking portions and outputting the speed command as a speed command, wherein the hoisting machine is provided. When the operation command is issued to the hoisting machine, the hoisting machine is controlled collectively by the speed command calculated by the time speed calculating means. When the deceleration point detecting means detects the deceleration point, the corresponding winding From the time speed calculation means for each upper machine The above-mentioned hoisting machine is individually controlled by the speed command calculated by the distance speed calculating means from the deceleration point to the destination floor by switching to the distance recording speed calculating means. Elevator control device.