WO2011158301A1

WO2011158301A1 - Elevator system

Info

Publication number: WO2011158301A1
Application number: PCT/JP2010/004074
Authority: WO
Inventors: 吉川敏文; 古橋昌也; 深田裕紀; 岡村清志; 井上真輔
Original assignee: 株式会社日立製作所
Priority date: 2010-06-18
Filing date: 2010-06-18
Publication date: 2011-12-22
Also published as: CN102947210B; SG186731A1; EP2583928B1; EP2583928A4; JP5516729B2; EP2583928A1; CN102947210A; JPWO2011158301A1

Abstract

In order to reliably detect open-door travel at a shorter travel distance (at an earlier point in time), thereby enhancing safety, and maintaining operational efficiency, an elevator system equipped with an open-door travel prevention device, which assesses open-door travel and stops the car if the car moves up or down relative to the landing floor with the car doors and/or landing doors ajar, and is further provided with: a car door switch (43) that detects when car doors are ajar and a landing door switch (41) that detects when landing doors are ajar, a detection device (21) that detects the velocity and travel distance of the car, a position sensor (30) that detects the reference floor position at each storey, and a safety controller (1) that identifies an open-door travel irregularity on the basis of the results detected by the detection device (21) and the position sensor (30), using a car-speed irregularity identification threshold value that is assigned to the car position.

Description

Elevator system

The present invention relates to an elevator system provided with a door-opening travel protection device, and is particularly suitable for a high-functionality system provided with a safety controller using a microcomputer.

Installation of a door-opening travel protection device (UCMP) is obligatory, and the door-opening travel protection device has failed in the drive and controller, and the car has moved up and down before all doors of the car and the hoistway are closed. It is a safety device that automatically stops the car at times.

The door-opening travel protection device is composed of door zone detection sensors, car door switches, landing door switches, etc., and the car and landing doors are in an open state, and the car has moved up and down the door zone or a predetermined distance from the landing floor. The brake is activated at that time.

In order to shorten the mileage until braking and stopping by detecting a door development vehicle before leaving the door zone, the car is reopened when the car position is outside the landing zone in the door open state, and the car opens. The brake is activated when the difference between the car position at the time and the car position after the car position correction operation exceeds a predetermined value, and the re-level action is performed when the car is out of the floor level. It is known that when the car speed V2 after the releveling operation is larger than the speed V1 and within a certain time, it is determined that the car position is abruptly changed and the brake is actuated. .

JP 2007-55691 A

In the above-described prior art, if the predetermined distance for determining abnormality is set shorter in the door zone, the possibility of erroneous detection increases, and in particular, the movement of the car due to the expansion or contraction of the rope caused by passengers getting on or getting off is erroneously detected. And in the case of a false detection, in order to carry out an emergency stop of a car with a brake, the operation service of an elevator is stopped and operation efficiency falls. Especially in elevators with long ropes such as long-stroke elevators, the ropes will be in a spring-like state, so the ropes will easily stretch due to passengers getting on and off, and the operating efficiency will be significantly reduced. It becomes.

In addition, the one described in Patent Document 1 requires the car to be releveled and takes time until detection, during which the car traveling distance may increase. Further, when the car speed V1 is small, V2 is likely to be erroneously detected as abnormal, and conversely, when V1 is large, it is difficult to detect. Furthermore, an abnormal mode in which the car runs with V2 <V1 (a mode in which the speed is not increased) cannot be detected or is delayed in detection.

An object of the present invention is to solve the above-described problems of the prior art, reliably detect door opening travel at a shorter travel distance (earlier time point), improve safety, and prevent a decrease in operation efficiency. .

Also, another object is to eliminate false detections and provide high reliability regardless of the length of the elevator journey and the difference in floors.

Furthermore, another object is to reliably stop the car within a predetermined distance from the landing landing reference position regardless of the speed pattern of the car speed, speed increase or deceleration.

The present invention is to achieve at least one of the above objects.

In order to achieve the above object, the present invention provides a door-opening travel protection device that, when the car door and the landing door are in an open state and the car is lifted from the floor of the landing floor, determines that the door-opening travel is abnormal and stops the car. The elevator door system includes a car door switch for detecting the open state of the car door, a landing door switch for detecting the open state of the landing door, and a detection device for detecting the speed, the moving amount, and the floor reference position of the car. And a safety controller for determining an abnormal opening of the door based on an abnormality determination threshold value of a car speed set with respect to the car position based on the detection result of the detection device.

According to the present invention, the floor reference position, the car speed and the amount of movement are detected, and the car speed abnormality determination threshold is set for the car position. It is possible to detect the opening of the door at an earlier point in time with respect to what is determined to be, thereby improving safety and eliminating erroneous detection to prevent a decrease in operation efficiency.

1 is an overall configuration diagram illustrating an embodiment of the present invention. The block diagram which shows the safety controller in one embodiment. The side view which shows the determination distance in one embodiment. The operation | movement flowchart of the door opening travel protection apparatus in one Embodiment. The graph which shows the characteristic of the abnormality determination threshold value of the car speed set with respect to the car position in one embodiment. The graph which shows the cage | basket | car operation | movement by the expansion-contraction of the rope in one Embodiment. The graph which shows the operation | movement (stop distance) at the time of abnormality occurrence in one Embodiment and the past. The graph which shows the operation | movement (error detection) at the time of abnormality generation in one Embodiment and the past. The graph which shows the characteristic of the abnormality determination threshold value of the car speed set with respect to the car position in other embodiment. The graph which shows the characteristic of the abnormality determination threshold value of the car speed set with respect to the car position in other embodiment. The block diagram which shows the safety controller in other embodiment. The graph which shows the characteristic of the abnormality determination threshold value of the car speed set with respect to the car position in other embodiment. Furthermore, the block diagram which shows the safety controller in other embodiment. The graph which shows the characteristic of the abnormality determination threshold value of the car speed set with respect to the car position in other embodiment.

Hereinafter, an embodiment will be described in detail with reference to the drawings.
Conventionally, a safety system using a mechanical system device such as a contact switch or a relay circuit is constituted by an electronic device using a safety controller by a microcomputer, for example.

The safety controller is a highly functional electronic safety system that combines multiple sensor signals and safety switches to perform advanced processing by software and combine multiple status signals.

FIG. 1 is an overall configuration diagram showing an elevator system. An elevator car 2 and a counterweight 3 are connected by a main rope, and a car 2 is moved up and down by a sheave 5 that is driven to rotate by a motor 4. Move. When stopping the car, the sheave 5 is fixed by the brake (doubled configuration) 6. The brake 6 is also used for emergency stop of the car when the elevator is abnormal.

The illustrated one is an elevator of an electronic safety system. The safety controller 1 implemented by a highly reliable microcomputer or the like determines the normal / abnormal state of the elevator, and if it is determined to be abnormal, power is supplied to the motor. The main power to be supplied is shut off, and at the same time, the brake 6 is operated, and the car 2 is emergency stopped.

The safety controller 1 is composed of, for example, a dual system of microcomputers, and high reliability is achieved by the two microcomputers checking each other's status and computation output. The safety controller 1 includes a microcomputer, an arithmetic processing device including a CPU and a DSP, and an electronic processing device that can implement processing logic by programming an FPGA (logic circuit).

As one of the sensors for detecting an abnormal state of the elevator, a governor device and an encoder 21 are provided for detecting the speed and the movement amount (movement distance) of the car. The governor device is supported by a rotatable governor pulley 20 and is composed of a governor rope 22 fixed to the car 2 and moving in conjunction with the car. The encoder 21 (rotary encoder) is attached to the governor pulley 20 and rotates in conjunction with the car. The speed and movement amount of the car are obtained by counting the pulses generated as the encoder 21 rotates.

The signal of the encoder 21 is input to the safety controller 1 and the speed of the car and the amount of movement of the car are calculated by counting the pulses. Car speed and amount of movement can be detected by reading code information magnetically recorded by sticking a magnetic tape vertically (in the up-and-down direction) in the hoistway (eg rail) or optically (eg barcode) It may be a detecting device.

The detection of the floor reference position of each floor and the floor position information (for example, the first floor and the second floor) of each floor is attached to the car position sensor 30 (reflection photoelectric sensor) provided in the car 2 and the landing sill of each floor. When the car position sensor 30 is located at a position facing the detection plate, which is performed by the

detection plates

31A, 31B, and 31C, the reflected light of the sensor is detected from each detection plate. By changing the length and shape of each detection plate for each floor, it is detected that the car 2 is at a predetermined reference position on that floor. In order to detect the reference position with high accuracy, the edge of the detection plate may be detected by a step-like change in the sensor signal.

より The landing reference position (landing level) for the car 2 to land is calculated from the detected floor reference position and the calculated movement amount. When the edge position of the detection plate is the floor reference position, the

detection plates

31A, 31B, and 31C are attached so that the edge position and the landing reference position are a predetermined distance. Therefore, after the car position sensor 30 detects the edge position of the detection plate, when the car movement amount based on the encoder 21 reaches a predetermined value, the car (more precisely, the car floor) is at the landing reference position of the floor. It will be.

In addition, a car door switch 43 that detects the open state of the car-side door 42 and landing door switches 41A, 41B, and 41C that detect the open state of the

doors

40A, 40B, and 40C on the floors are provided. Further, as a sensor for detecting the load of the passenger in the car, a spring-type load sensor 32, a beam sensor or a photoelectric sensor (not shown) for detecting a pinching of the passenger's car door provided in the car side door are installed. is doing.

The information of the sensor (the governor encoder 21, the car position sensor 30, the spring load sensor 32, the car door beam sensor) and the switch (the car door switch 43, each floor landing

door switch

41A, 41B, 41C) is an electric signal, serial It is converted into a communication signal and input to the safety controller 1 via a signal line.

The safety controller 1 determines the safety state of the elevator based on the sensor information and the switch information, and when it is determined to be abnormal, shuts off the main power supply and operates the brake 6 to emergency stop the elevator car.

FIG. 2 shows a block diagram of the UCMP which is the safety controller 1, and detects an abnormal opening of the door based on the position of the car (the moving distance of the car from the landing reference position) and the speed.

The car speed is calculated by counting the pulses by the encoder 21 as the number of pulses per predetermined time (corresponding to the car movement distance) by the car speed calculation unit 101. The traveling direction of the car (the ascending direction or the descending direction) is obtained by determining the rotational direction from the signal of the encoder 21 by the car traveling direction determination unit 102.

The distance calculation unit 104 between the landing reference position and the car position calculates a determination distance X between the landing reference position of the landing and the car position (car floor position), and FIG. 3 is an explanatory diagram thereof. The landing reference position is set to a position away from the floor reference position by the car position sensor 30 by a predetermined distance. The car position is obtained from the car movement amount from the time when the car passes the floor reference position.
X = | Car position-Landing reference position |
= | (ΣΔX + XA) − (XB + XA) | (1)
△ X is the amount of car movement per pulse of the governor encoder, XA is the floor reference position, XB is the distance between the floor reference position and the landing reference position (predetermined value), and Σ △ X is the car passing the floor reference position The amount of movement of the car from the point in time when the car travel direction is determined by the car travel direction determination unit 102.

The door open determination unit 105 detects whether the car door or the landing door on each floor is open from the output signals of the car door switch 43 and the landing door switches 41A, 41B, 41C on each floor (doors with only car doors). Open may be determined).

When it is detected that the car door or the landing door is in the door open state, the car position and car speed abnormality determination unit 106 determines the car speed, the judgment distance X between the landing reference position and the car position, and the judgment distance X. The occurrence of door-open running abnormality is determined from the car speed overspeed threshold (abnormality determination threshold) set for the vehicle.

The overspeed threshold value is stored in the threshold value database 107 as a database corresponding to the reference landing position and the determination distance X for each floor. When it is determined that the door-opening traveling abnormality has occurred with reference to the threshold value database 107, the safety controller 1 sends a signal for shutting down the main power supply of the elevator and a signal for operating the hoisting machine brake (usually a power supply for the hoisting machine brake). Output signal).

FIG. 4 shows an operation flowchart of electronic UCMP.

It is determined whether the car door and the landing door on each floor are open (F01). When it is not in the door open state, it is determined that there is no door open running abnormality and the process is exited.

When the door is open, the speed of the car is detected (F02).
A determination distance X (a moving distance of the car from the reference position) between the current car position and the landing reference position of the car stop floor (or the nearest floor) is calculated (F03).

Referring to the abnormality determination threshold value stored in the threshold value database 107 (F04), the comparison is made (F05).

場合 If the car speed is abnormal, the threshold is abnormal, and the speed is exceeded, it is determined that the car is in the door open running abnormal state (F06), and the car is emergency stopped (F07).

FIG. 5 shows an abnormality determination threshold value (determination criterion). In a certain N floor, the horizontal axis (A01) is the car speed, the vertical axis (A02) is the car position in the ascending / descending direction, the dotted line A05 is the landing reference position, Curve A03 is an abnormality determination threshold value. It is determined that the inner side (landing reference position side) from the curve A03 is normal and the outer side exceeding the curve is abnormal.

The abnormality determination threshold value is set so that the value decreases as the determination distance X (distance to the car position) from the landing reference position increases with the landing reference position as the center.

The abnormality determination threshold A03 is based on expansion / contraction due to passengers getting on and off, and defines a door opening travel region A06 that can be in a normal state so as not to erroneously determine the amount of rope extension and the car speed at that time. It is set by adding a predetermined margin (speed detection margin).

An operation region (curve A06) of normal door-opening traveling due to rope elongation will be described.
FIG. 6A shows a car operation (position and speed operation) due to the extension of the main rope when a large number of people get on the car. The motion trajectory C01 indicates the trajectory of the motion point, and the direction of the arrow is time progress. At the start point, the car stops at the landing reference position (zero speed). When a large number of people get on the car, the rope stretches and the car descends while increasing the speed, stops at a certain position, and repeats the vibration of rising and lowering next to the end of the end point like the vibration of the spring. Still at position.

FIG. 6 (B) shows a case where a large number of people get on after getting off, C02 is an operation trajectory, the many people get off at the starting point, the rope contracts, the car once rises and vibrates, Since many people get on the car, the car vibrates strongly in the downward direction.

As described above, in order not to erroneously detect the movement of the car due to the rope expansion / contraction, the curve A06 that should be a normal region is preferably a radial curve centered on the landing reference position.

FIG. 7 shows the operation at the time of occurrence of an abnormality, and the dotted line B01 is a determination threshold value in the conventional method for determining the door opening running abnormality only by the distance between the landing reference position and the car position.

In the conventional method, when an abnormality (fault) occurs when the car is stopped at the landing reference position, and the car descends while accelerating along the operation locus B04, the car position is indicated by a dotted line B01. Since the abnormality is detected beyond the threshold value, the speed increase continues as indicated by the operation locus B06, and the speed of the car increases as shown in the figure. Therefore, it takes time and a long distance to stop even if the brake is operated at the time of detecting an abnormality and decelerates (conventional in the figure).

It is necessary to set a threshold (dotted lines B06, B01) for the distance required to stop the vehicle so that it can be prevented from being caught by the ceiling or floor of the platform. The level difference between the car floor and the landing when exiting should be small, and it is desirable to make it smaller for safety reasons.

In this embodiment, since abnormality is determined according to the determination curve A03, abnormality is detected at the intersection of B04 and A03 even in the case of the motion trajectory B04. Therefore, it is possible to detect an abnormality at an earlier point in time than in the past, to shorten the travel distance until the stop, and to make it easier for passengers to escape.

FIG. 8 shows the determination threshold value B01 in FIG. 7 set to be small like B01 in order to shorten the travel distance and time during deceleration.

In the conventional system, there is a possibility that the normal door-opening traveling operation (the area in the curve A06) of the car shown in FIG. That is, a region D02 that exceeds the dotted line B01 in the curve A06 is a region that is likely to be erroneously detected.

In this embodiment, there is no fear of false detection because there is no false detection area D02. Further, since the abnormality is detected in the region exceeding the normal door opening region (region D04) with respect to the car movement locus D03, the abnormality can be determined more quickly. As a result, it is possible to increase safety against abnormal opening of the door, and at the same time, avoid unnecessary emergency stop and improve elevator operation service.

FIG. 9 is a table in which the set value of the abnormality determination threshold value (determination criterion) is changed from that described in FIG. 5, and a threshold value database 107 corresponding to the landing reference position and the determination distance X is stored. This is determined based on the relationship between the car speed and the car position for stopping the car within a predetermined distance with respect to the door opening running abnormality.

The necessary conditions for the speed V and the car position X for emergency stop of the car at the deceleration β at the predetermined position (distance) X0 are:
V = √ {2 · β · (X0−X)} (2)
β is the deceleration for emergency stop of the car (deceleration by the hoisting machine brake or the second brake (rope brake or rail brake)), X is the distance between the landing reference position and the car position, and V is the abnormality judgment The threshold value, X0, is a predetermined position (distance) at which the car should be stopped.

FIG. 10 shows another example in which the set value of the abnormality determination threshold value (determination criterion) is changed, and a dead zone (two lines) in which no determination is made at a nearby position (distance) with respect to the landing reference position on the car stop floor The area between the dotted lines A07 is provided. By providing a dead zone, the time is short (amplitude width is short) and there is no safety problem due to transient vibration caused by passengers getting on and off, but the car speed near the landing reference position increases instantaneously considerably. Even in this case, erroneous detection can be prevented, unnecessary emergency stop can be avoided, and the elevator service can be improved.

FIG. 11 is a block diagram of the UCMP shown in FIG. 2, in which the door opening / running abnormality due to the car speed and position is determined according to the characteristics of each floor, corresponding to the floor position of the car. Threshold data 109 is defined. That is, the floor position detection unit 108 detects the floor position (first floor, second floor, third floor, etc.) of the car, and determines door opening running abnormality by the threshold value data 109 optimized for each floor position.

An input signal to the floor position detection unit 108 is a car position sensor (reference numeral 30) shown in FIG. 1. When the car position sensor is a photoelectric sensor, each floor may be identified by a detection plate shape. The floor information may be identified using a code or the like.

As a result, even if the vibration width of the rope stretch differs according to the floor position, it is possible to set an appropriate judgment threshold value according to the rope stretch, and a specific floor (for example, more elderly people in an apartment, etc.) It is possible to set a determination threshold value for detecting an abnormality earlier with respect to a floor, a floor with many children, etc., and a more accurate and quick determination is possible.

FIG. 12 shows an example of determination characteristics set for each floor.
FIG. 12 (A) shows the case where the floor position of the car is the top floor, and since the length of the main rope that suspends the car is short, the vibration width due to the rope expansion and contraction is small, and the normal region of the door opening traveling due to the rope extension (A region surrounded by an alternate long and short dash line A06) is also reduced. Therefore, the radius (center is the reference landing position) of the abnormality determination curve (curve A03) is also reduced. In other words, the speed abnormality determination threshold for the same car position is reduced.

FIG. 12B shows the case where the floor of the car is the lowest floor, and the main rope is long, so the vibration width due to the rope expansion and contraction is large, and the normal region of the door-opening traveling due to the rope elongation (in the alternate long and short dash line A06) The enclosed area becomes larger. Therefore, the radius (center is the landing reference position) of the abnormality determination curve (curve A03) is also increased. That is, the speed abnormality determination threshold for the same car position increases.

Since the criteria for abnormal opening of doors are changed according to the floor position, the abnormality determination is adapted to different rope expansion and contraction at each floor position, and more accurate determination and protection are possible. In addition, the standard of determination may be determined based on the amount of rope expansion or contraction, even if a car height position (for example, a height of 10 m) is used instead of the floor position. That is, it is better to increase the abnormality determination threshold value as the car floor becomes lower and the car height position becomes smaller.

FIG. 13 is a block diagram of the UCMP shown in FIG. 2 for determining whether or not the door is open depending on the passenger's boarding / exiting state. Then, abnormality is determined from the abnormality determination threshold value data 111 based on the result.

The detection of the passenger boarding / exiting state is detected by a change state of the car load detected by the car load sensor 32 or a door beam signal of the car door (it is possible to detect that the passenger has passed the car door). When passengers get on and off, more accurate determination is possible by determining an abnormality determination threshold value based on main rope expansion and contraction by getting on and off.

FIG. 14 is an example in which an abnormality determination threshold value is determined according to whether passengers get on and off, and curve A03A shows the abnormality determination threshold value when there is boarding / exiting and curve A03B shows no boarding / exiting. When there is boarding / exiting, the main rope expansion / contraction due to boarding / exiting is large, so that the normal area of the door-opening travel (the area surrounded by the one-dot chain line A06 in FIG. 5) widens, and the radius of the abnormality determination curve (curve A03A) Set a large value (center is the reference position for landing). When there is no passenger boarding / exiting, since the main rope expansion / contraction is small, the radius of the curve A03B (the center is the landing reference position) is set small.

This makes it possible to reliably detect a door opening with a shorter mileage regardless of whether or not the passenger gets on and off, thereby improving safety and preventing a decrease in operation efficiency. In addition, instead of the presence / absence of boarding / exiting, abnormality determination may be performed according to the number of passengers getting on / off, and further, if the expansion / contraction of the main rope is directly detected by a sensor placed at the end of the rope, the accuracy becomes more accurate.

1 Safety controller 2 Car 6 Brake 21 Encoder (detection device)
30 Car position sensor (position sensor)
31A, 31B,

31C Detection plates

41A, 41B, 41C Landing door switch 43 Car door switch 101 Car speed calculation unit 104 Distance calculation between landing reference position and car position 105 Door open determination unit 106 Car position and car speed abnormality determination Part 107 Threshold database

Claims

When the car door and the landing door are in an open state, and the car is raised and lowered from the floor of the landing floor, an elevator system provided with a door opening travel protection device that determines that the door is open abnormally and stops the car,
A car door switch for detecting the open state of the car door and a landing door switch for detecting the open state of the landing door;
A detection device for detecting the speed and travel of the car and the floor reference position;
Based on the detection result of the detection device, a safety controller that determines door opening running abnormality by an abnormality determination threshold value of the car speed set with respect to the car position;
An elevator system characterized by comprising:
2. The elevator system according to claim 1, wherein the detection device includes a detection sensor for detecting a speed and a moving amount of a car, and a position sensor for detecting a floor reference position of each floor.
The safety controller according to claim 1, wherein the safety controller determines a landing reference position for the car to land from the floor reference position and the movement amount, and a determination between the car positions from the landing reference position. The distance is calculated, and when the door is detected to be open by the car door switch and the landing door switch, the door is referred to a threshold database in which the abnormality determination threshold value is stored corresponding to the determination distance. An elevator system characterized by determining an open running abnormality.
The elevator system according to claim 1, wherein the abnormality determination threshold value is determined for each floor position.
The safety controller according to claim 1, wherein the safety controller determines a landing reference position for the car to land from the floor reference position and the movement amount, and a determination between the car positions from the landing reference position. An elevator system, wherein a distance is calculated, and the abnormality determination threshold value is set so as to decrease as the determination distance increases.
2. The elevator system according to claim 1, wherein the abnormality determination threshold value is set so that a rope that moves up and down the car does not make an erroneous determination based on expansion and contraction caused by passengers getting on and off.
2. The elevator system according to claim 1, wherein the abnormality determination threshold value is set based on the car position and a deceleration when the car is stopped at a predetermined position.
The safety controller according to claim 1, wherein the safety controller determines a landing reference position for the car to land from the floor reference position and the movement amount, and a determination between the car positions from the landing reference position. An elevator system comprising a dead zone that calculates a distance and does not make a determination with respect to the landing reference position.
2. The elevator system according to claim 1, wherein the abnormality determination threshold value for the car position is increased as the stop floor of the car is lowered and the car height position is reduced.
The thing of Claim 1 WHEREIN: The passenger boarding / alighting state determination part which detects a passenger's boarding / alighting presence-absence is provided, The said abnormality determination threshold value with respect to a car position compared with the case where there is no boarding / alighting when a boarding / alighting is detected. An elevator system, wherein the abnormality determination threshold value is increased.
2. The encoder according to claim 1, comprising: an encoder that generates a pulse in conjunction with the car; a reflective photoelectric sensor provided in the car; and a detection plate attached to a landing sill on each floor. Is calculated by calculating the speed and the amount of movement of the car, and the floor reference position is detected when the reflective photoelectric sensor is at a position facing the detection plate. system.
2. The thing of Claim 1 WHEREIN: The speed of the said cage | basket | car, the amount of movement, and detection of a floor reference position are performed by reading the magnetic code information recorded on the magnetic tape stuck in the raising / lowering direction. Elevator system.
The elevator system according to claim 1, wherein the speed, the moving amount, and the floor reference position of the car are detected optically.