WO2015083407A1 - エレベータ装置及びその制御方法 - Google Patents
エレベータ装置及びその制御方法 Download PDFInfo
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- WO2015083407A1 WO2015083407A1 PCT/JP2014/073546 JP2014073546W WO2015083407A1 WO 2015083407 A1 WO2015083407 A1 WO 2015083407A1 JP 2014073546 W JP2014073546 W JP 2014073546W WO 2015083407 A1 WO2015083407 A1 WO 2015083407A1
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- car
- slip
- drive sheave
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- elevator apparatus
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/0006—Monitoring devices or performance analysers
- B66B5/0037—Performance analysers
Definitions
- the present invention relates to a traction type elevator apparatus and a control method therefor.
- the first resolver for detecting the speed of the drive sheave is provided in the drive sheave
- the second resolver for detecting the speed of the main rope is provided in the speed governor.
- the signals from the first and second resolvers are sent to the comparison operation device.
- the comparison operation device detects slippage between the drive sheave and the main measure by comparing the speed of the drive sheave and the speed of the main rope (see, for example, Patent Document 1).
- a sensor for detecting the speed of a drive sheave is essential for controlling the operation of a car.
- the second resolver is used in addition to the first resolver in order to detect the slip between the drive sheave and the main rope, the cost is low. Get higher.
- the present invention has been made to solve the above-described problems, and an elevator apparatus and a control method therefor that can accurately estimate the slip between the drive sheave and the suspension body with a simple configuration.
- the purpose is to obtain.
- An elevator apparatus includes a hoisting machine having a driving sheave and a hoisting machine motor that rotates the driving sheave, a suspension wound around the driving sheave, and suspended in a hoistway by the suspension.
- a car that moves up and down by the driving force of the hoisting machine motor, a counterweight, a rotation detector that generates a signal according to the rotation of the drive sheave, and a slip estimation device that estimates the slip between the drive sheave and the suspension
- the slip estimation device includes information on unbalanced weight acting on the drive sheave, information on the rotation amount of the drive sheave detected based on a signal from the rotation detector, and driving force generated by the hoisting machine. Between the drive sheave and the suspension, based on the information on the inertial mass of the drive sheave and the device driven in conjunction therewith, and the information on the inertial mass of the suspension and the device operating in conjunction therewith. Sliding To estimate.
- the elevator apparatus includes information on the unbalanced weight acting on the drive sheave, information on the rotation amount of the drive sheave detected based on a signal from the rotation detector, and the driving force generated by the hoisting machine. Slip between the drive sheave and the suspension based on the information, the inertia mass information of the drive sheave and the device driven in conjunction with it, and the inertia mass information of the suspension and the device operating in conjunction with it. Therefore, the slip between the drive sheave and the suspension can be accurately estimated with a simple configuration without using a sensor for detecting the speed of the suspension.
- FIG. 1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention.
- a machine room 2 is provided in the upper part of the hoistway 1.
- a hoisting machine 3 is provided in the machine room 2.
- the hoisting machine 3 includes a drive sheave 4, a hoisting machine motor 5 that rotates the driving sheave 4, and a hoisting machine brake 6 that brakes the rotation of the driving sheave 4.
- the electromagnetic brake includes a brake shoe that contacts and separates from a brake wheel (brake drum or brake disc) 7 that rotates integrally with the drive sheave 4, a brake spring that presses the brake shoe against the brake wheel 7, and a brake shoe against the brake spring. And an electromagnetic magnet for pulling the wheel away from the brake wheel 7.
- the hoisting machine 3 is provided with a rotation detector 8 that generates a signal corresponding to the rotation of the drive sheave 4.
- a rotation detector 8 that generates a signal corresponding to the rotation of the drive sheave 4.
- an encoder or a resolver is used as the rotation detector 8.
- a baffle 9 is provided in the vicinity of the drive sheave 4.
- a suspension body 10 is wound around the drive sheave 4 and the deflecting wheel 9. As the suspension body 10, a plurality of ropes or a plurality of belts are used.
- a car 11 is connected to the first end of the suspension body 10.
- a counterweight 12 is connected to the second end of the suspension body 10. The car 11 and the counterweight 12 are suspended in the hoistway 1 by the suspension body 10 and are moved up and down in the hoistway 1 by the driving force of the hoisting machine 3. The rotation of the drive sheave 4 is transmitted to the suspension body 10 by the frictional force between the drive sheave 4 and the suspension body 10.
- a pair of car guide rails (not shown) for guiding the raising and lowering of the car 11 and a pair of counterweight guide rails (not shown) for guiding the raising and lowering of the counterweight 12 are installed.
- a pair of car guide rails (not shown) for guiding the raising and lowering of the car 11
- a pair of counterweight guide rails (not shown) for guiding the raising and lowering of the counterweight 12 are installed.
- an emergency stop device 13 that holds the car guide rail and stops the car 11 in an emergency is mounted.
- a connecting portion of the suspension body 10 to the car 11 is provided with a scale device 14 that generates a signal corresponding to the loaded weight in the car 11.
- a speed governor 15 is installed at the upper part of the hoistway 1.
- the governor 15 is provided with a governor sheave 16 and a rope catch (not shown).
- a loop-shaped governor rope 17 is wound around the governor sheave 16.
- the governor rope 17 is connected to the operation lever of the safety device 13.
- the governor rope 17 is wound around a tension wheel 18 installed at the lower part of the hoistway 1.
- the governor rope 17 circulates and the governor sheave 16 rotates at a rotational speed corresponding to the traveling speed of the car 11.
- the governor 15 is set with a first overspeed level higher than the rated speed and a second overspeed level higher than the first overspeed level.
- the governor 15 cuts off the energization to the hoisting machine motor 5 and suddenly stops the car 11 by the hoisting machine brake 6.
- the speed governor 15 grips the speed governor rope 17 by the rope catch, stops the speed governor rope 17, and sets the emergency stop device 13. Operate.
- a plate 19a to be detected is installed at a location corresponding to a plurality of landings on the hoistway 1.
- the car 11 is equipped with a car-side sensor 19b that detects the plate to be detected 19a.
- the landing position sensor 19 for detecting whether or not the car 11 is at the landing position has a detected plate 19a and a car side sensor 19b.
- the elevator control device 21 controls the operation of the car 11 by controlling the operation of the hoisting machine 3. Energization of the hoisting machine motor 5 and energization of the hoisting machine brake 6 are controlled by the elevator control device 21. When the car 11 is stopped, the elevator control device 21 operates the hoisting machine brake 6 to keep the car 11 stationary.
- the elevator control device 21 is connected to a slip estimation device 22 that estimates the slip between the drive sheave 4 and the suspension body 10. Signals from the scale device 14, the rotation detector 8 and the hoisting machine motor 5 are input to the slip estimation device 22.
- the slip estimation device 22 detects the load weight of the car 11 based on the signal from the scale device 14. Further, the slip estimation device 22 detects the amount of rotation of the drive sheave 4 based on the signal from the rotation detector 8. Further, the slip estimation device 22 detects the driving force output from the hoisting machine motor 5 based on a signal from the hoisting machine motor 5.
- the slip estimation device 22 always estimates and monitors the slip between the drive sheave 4 and the suspension body 10 based on the load weight of the car 11, the rotation amount of the drive sheave 4, and the driving force of the hoisting machine motor 5. To do. Further, the slip estimation device 22 sends information related to slip between the drive sheave 4 and the suspension body 10 to the elevator control device 21.
- the elevator control device 21 stores the information received from the slip estimation device 22 and uses it for controlling the elevator device. That is, the elevator control device 21 stops the operation of the car 11 when it is determined that the slip is abnormal.
- the elevator control device 21 moves the car 11 to the nearest floor or a designated floor and stops the operation of the elevator device. Moreover, the elevator control apparatus 21 makes the car 11 perform an emergency stop when the slip amount per set time exceeds a set value (when a sudden slip occurs).
- the elevator control device 21 and the slip estimation device 22 each have an independent microcomputer.
- the function of the slip estimation device 22 can be realized by a calculation process of a microcomputer.
- Expression 1 is an equation of motion when the elevator apparatus is driven via a frictional force between the drive sheave 4 and the suspension body 10.
- J is the inertia mass of the drive sheave 4 and the device that is driven in conjunction with it, and includes the inertia mass of the rotor of the hoist motor 5 in addition to the drive sheave 4.
- J ′ is the inertial mass of the suspension body 10 and the device operating in conjunction with the suspension body 10, and the cables (feeding cable) suspended from the suspension body 9, the cage 11 and the counterweight 12 as well as the deflector 9 and the cage 11. And inertial mass such as balancing lines).
- T is the driving force output by the hoist motor 5.
- F is a frictional force acting between the drive sheave 4 and the suspension body 10.
- L is an unbalanced weight acting on the drive sheave 4 and is a differential force between the tension of the suspension body 10 on the car 11 side and the tension of the suspension body 10 on the counterweight 12 side when the car 11 is stopped.
- the tension of the suspension body 10 on the side of the car 11 includes the weight of the suspension body 10 from the drive sheave 4 to the car 11 and the suspension of the car 11 in addition to the weight of the car 11 and the loaded weight in the car 11.
- the weight of the cables used will be affected.
- the tension of the suspension body 10 on the side of the counterweight 12 is suspended from the weight of the suspension body 10 from the drive sheave 4 to the counterweight 12 and the counterweight 12 in addition to the weight of the counterweight 12.
- the weight of cables is affected.
- W is the rotational speed of the drive sheave 4 and V is the feed speed of the suspension body 10.
- a symbol with a dot on W indicates a time derivative of W, and a symbol with a dot on V indicates a time derivative of V.
- Equation 3 shows the relationship among the inertia masses J and J ′, the rotational speed W of the drive sheave 4, the drive torque T of the hoist motor 5, the unbalance weight L, and the slip rate ⁇ as a differential equation. Then, the slip estimation device 22 according to the first embodiment calculates the slip ratio based on Equation 3.
- the unbalance weight L varies depending on the load weight in the car 11, it can be calculated based on a signal from the scale device 14.
- a slip rate is calculated based on Equation 3 without adding a new sensor or the like. be able to.
- FIG. 2 is a block diagram showing a method for deriving the slip rate based on Equation 3.
- FIG. 2 shows a procedure for calculating the slip ratio ⁇ using the relational expression 1 + J / J ′ of the driving torque T, unbalanced weight L, and inertial mass of the hoisting machine motor 5 as inputs.
- the input value is multiplied with the coefficient in the block and output.
- the 1 / S block represents an integrator that integrates and outputs an input signal. Further, at the joining point of the two paths, each signal to be joined is subjected to addition / subtraction processing. “+” Is shown next to the input signal line, and “ ⁇ ” is shown next to the input signal line.
- the slip ratio ⁇ is signal-branched immediately before output, and a regression path is provided that uses the branched signal as an input to the previous procedure. The input through this regression path cannot be used because the value is not determined before the output value ⁇ is calculated.
- the entire block diagram is processed periodically, and the slip rate ⁇ calculated in the previous cycle is used as an input signal passing through the regression path.
- the slip rate ⁇ changes from moment to moment, an error occurs between the slip rate calculated in the previous cycle and the slip rate at the time of calculation, but the output error is reduced by shortening the processing cycle. Can be small.
- the unbalance weight information acting on the drive sheave 4, the rotation amount information of the drive sheave 4 detected based on the signal from the rotation detector 8, and the hoisting machine 3 are generated.
- the driving sheave 4 and the driving sheave 4 on the basis of the information on the inertial mass of the driving sheave 4 and the device that operates in conjunction therewith, and the information on the inertial mass of the device that operates in conjunction with the suspension 10 Since the slip between the suspension body 10 is estimated, the slip between the drive sheave 4 and the suspension body 10 can be accurately estimated with a simple configuration without using a sensor for detecting the speed of the suspension body 10. it can.
- the slip estimation device 22 calculates the unbalance weight acting on the drive sheave 4 based on the signal from the scale device 14, the unbalance weight can be detected more accurately.
- the scale apparatus 14 is not limited to the type installed in the connection part to the cage
- cabinet may be sufficient.
- the slip estimation device 22 is provided separately from the elevator control device 21, but the elevator control device 21 may have the function of the slip estimation device 22. Further, the slip estimation device 22 may be configured with an analog circuit.
- Embodiment 2 an elevator apparatus according to Embodiment 2 of the present invention will be described.
- the technique for estimating the slip based on the equation of motion of the elevator apparatus in an arbitrary state has been described.
- the slip estimation accuracy is improved by changing the slip estimation process according to the car position in consideration of the change in the state depending on the vertical position of the car 11.
- Other configurations are the same as those in the first embodiment.
- Equation 4 shows the equation of motion of the elevator apparatus taking into account the state change due to the car position.
- Equation 4 the differential force (unbalance weight) between the tension of the suspension body 10 on the car 11 side and the tension of the suspension body 10 on the counterweight 12 side is L ′ + f (X).
- X is the position of the car 11
- L ′ is a portion corresponding to the loaded weight in the car 11.
- f (X) represents a change in weight due to a change in the length of the suspension body 10 suspended from the drive sheave 4 and the length of cables (power supply wiring, etc.) suspended from the car 11 at the car position. In part, it is determined as a value depending on the car position X.
- the cables suspended from the car 11 affect the inertial mass because the suspended part becomes longer as the car position rises.
- the inertial mass of the device operating in conjunction with the suspension body 10 is defined as L ′ + g (X), and the portion depending on the car position X is defined as g (X).
- This g (X) can also be defined by a linear function as in the case of f (X), for example, since the weight of cables changes in proportion to the position if specifically determined.
- the term of the resistance force is given as ⁇ D (X) in consideration of the influence of the driving resistance force acting when the car 11 is moved up and down.
- the driving resistance includes a frictional force between the car 11 and the car guide rail, and a frictional force between the counterweight 12 and the counterweight guide rail.
- the magnitude depends on the car position. Depends on the contact state with the changing guide rail. In other words, the frictional force is affected by the local bending state of the guide rail, the vertical accuracy of the guide rail during installation, and the state of dust and oil adhering to the guide rail. Therefore, the magnitude of the frictional force varies depending on the car position. Therefore, the driving resistance force is given as D (X) in a form depending on the position X.
- ⁇ D (X) is set in the equation of motion in consideration of the fact that the positive / negative is reversed depending on the driving direction.
- D (X) varies depending on the contact state with the rail, there is a large variation due to individual differences between the elevator apparatuses. Therefore, by determining the change D (X) of the driving resistance force depending on the car position based on the driving force T output when the hoisting machine motor 5 is actually driven, the influence of variation due to individual differences is included.
- the driving resistance can be determined.
- Equation 6 In particular, in constant speed traveling, the acceleration / deceleration is ignored and both the time derivative of V and the time derivative of W can be treated as 0, so the relationship of Equation 6 is substantially established.
- Equation 7 ⁇ D (X) is inverted between positive and negative depending on the traveling direction. Therefore, the driving force and the car position relationship Tup (X) when traveling in the upward direction, and the driving force and the car position relationship Tdn when traveling in the downward direction. (X) is obtained as shown in Equation 7.
- Equation 8 is obtained by the difference between the two equations of Equation 7, and the relation D (X) corresponding to the car position of the driving resistance force can be determined by the arithmetic processing shown in Equation 8.
- f (X) can be determined by performing the arithmetic processing shown in Expression 9 obtained by the sum of both expressions of Expression 7.
- f (X) is a characteristic determined by the structure of the elevator device, it is determined not only by eliminating the structural error between the design and the actual system by determining it using the actually measured driving force. The error of the loading weight L ′ in the car 11 detected by the device 14 can also be corrected.
- g (X) can be determined by performing the arithmetic processing of Expression 10 that can be derived as a relational expression in which the time differentiation of V is not 0 in Expression 5, that is, a relational expression including acceleration / deceleration.
- the slip rate ⁇ is required to determine g (X), but in the same way as the signal processing through the loop path shown in the first embodiment, the processing before the previous cycle is performed periodically.
- the slip rate ⁇ obtained as a result may be used.
- f (X) and g (X) a linear function depending on the car position X is given, but each model can be arbitrarily selected according to actual characteristics, and a multi-order function or an exponential function can be selected. It is also possible to approximate with similar tendency characteristics such as, and it is also possible to save a value corresponding to the car position X as a data example and use it at the time of calculation.
- the car position X can be grasped as an absolute position by integrating the amount of movement of the car 11 by the rotation detector 8 from a reference position such as a floor stop position.
- a more accurate car position can be grasped by correcting the slip amount to the above integrated value. A method of grasping the slip amount will be described in detail in the fourth embodiment.
- Equation 11 shows a relational expression of the slip rate ⁇ in consideration of the state change depending on the car position determined as described above.
- FIG. 3 shows a block diagram for constantly estimating the slip ratio ⁇ based on Equation 11.
- the definition and calculation processing of each block in FIG. 3 are the same as those in FIG. 2 shown in the first embodiment, and the output of the slip ratio ⁇ can be obtained by the processing defined by this block.
- the slip between the drive sheave 4 and the suspension body 10 can be estimated with higher accuracy by an estimation process that takes into account the state that varies depending on the car position.
- FIG. 4 is a block diagram showing an elevator apparatus according to Embodiment 3 of the present invention.
- the scale device 14 of the first embodiment is not provided, and a load weight estimator 23 is provided between the hoisting machine motor 5 and the rotation detector 8 and the slip estimation device 22 instead. ing.
- the loading weight estimator 23 receives signals from the hoisting machine motor 5, the rotation detector 8 and the slip estimation device 22.
- the load weight estimator 23 processes the signal from the rotation detector 8, the driving force signal from the hoisting machine motor 5, and the slip rate output signal from the slip estimating device 22, so that the driving sheave 4 is processed.
- the unbalance weight is estimated, the load weight in the car 11 is estimated, and a signal of the estimated load weight is output to the slip estimation device 22.
- the load weight estimator 23 estimates the unbalanced weight from the relational expression shown in Expression 13.
- Expression 13 is obtained by substituting Expression 12 obtained by differentiating Expression 2 into Expression 1.
- the load weight L ′ can be estimated by performing the calculation shown in the following Expression 14.
- This equation 14 is obtained by using the relationship of equation 2 in the relational equation shown in equation 4 defined in the second embodiment. Further, when assuming a constant speed traveling in which acceleration / deceleration can be ignored, Expression 15 can be derived based on Expression 6, and the load weight can also be estimated by performing the arithmetic processing shown in Expression 15.
- the loading weight estimator 23 can be configured by a computer independent of the elevator control device 21 and the slip estimation device 22. Other configurations are the same as those in the first or second embodiment.
- the function of the load weight estimator 23 may be executed by the computer of the slip estimation device 22. Further, the load weight estimator 23 may be configured by an analog circuit.
- FIG. 5 is a block diagram showing an elevator apparatus according to Embodiment 4 of the present invention.
- the function of the slip estimation device 22 is corrected in that state.
- the estimation result of the slip estimation device 22 cannot be used to determine that no slip has occurred. For this reason, the movement distance of the car 11 is detected based on the position information of the car 11, and the presence or absence of slip is determined by comparing the detection result with the rotation amount of the drive sheave 4.
- the moving distance of the car 11 from the time when the car 11 passes through the reference position in the hoistway 1 to the time when the car 11 passes through the same or different reference position, and the amount of rotation of the drive sheave 4 therebetween. are compared to determine the presence or absence of slippage.
- FIG. 5 shows a configuration in which an existing landing position sensor 19 is used as a reference position detection device for detecting the movement distance of the car 11. For this reason, a signal from the landing position sensor 19 is input to the slip estimation device 22.
- FIG. 6 is a side view showing an example of the landing position sensor 19 of FIG.
- a landing position sensor 19 it can be determined that the car 11 is at the landing position when the car-side sensor 19b detects the detected plate 19a.
- the landing position is not a point but a range corresponding to the length of the detected plate 19a.
- the landing position sensor 19 when used as a reference position detection device, the position at which the car-side sensor 19b starts detecting the detected plate 19a, or the car-side sensor 19b no longer detects the detected plate 19a.
- the reference position may be used as the reference position.
- the actual feed amount of the suspension 10 can be determined from the distance between the reference positions that have passed since it can be detected from the movement distance of the car 11.
- the rotation amount of the drive sheave 4 by the effective diameter of the drive sheave 4, the feed amount of the suspension body 10 when there is no slip can be calculated.
- the ratio of microslip generated in such a normal friction state varies depending on the type of the suspension body 10. However, most of the cases in the normal friction state are within a range of 4% with respect to the rotation of the drive sheave 4, and thus this range can be used as one criterion. That is, when both values to be compared are within a range of 4%, both values can be regarded as the same.
- the movement distance of the car 11 has a specific magnitude
- the number of reference positions is one, that is, when the movement distance from when the car 11 passes through the reference position until it passes through the same reference position, the movement distance of the car 11 is ideally 0. It becomes. For example, when the car 11 stops on a certain floor, the up-and-down direction is reversed to leave that floor, and the same reference position on the same detected plate 19a is captured.
- Expression 17 The relation shown in Expression 17 can be derived by using the relational expression of Expression 16 in Expression 6.
- Equation 17 does not include both the speed V and the slip rate ⁇ of the suspension body 10, it is not necessary to use the estimated value, and the problem of errors caused by the estimation process can be solved. Therefore, by using Expression 18 derived from Expression 17 instead of Expression 10, g (X) can be determined with higher accuracy, and the slip rate estimation accuracy based on Expression 5 can be improved.
- the load weight estimation accuracy can be improved by using the equation 19 derived from the estimation equation 17 instead of the equation 13. it can.
- the estimated value by the slip estimation device 22 can be corrected to match the actual slip value, and correction corresponding to an unexpected change in the state can be performed.
- Other configurations are the same as those in the first, second, or third embodiment.
- the estimated slip value can be corrected so as to match the actual slip value, so that it can be corrected including unexpected effects, and the slip between the drive sheave 4 and the suspension body 10 can be further improved. It can be estimated with high accuracy.
- the slip estimation device 22 determines the movement distance of the car 11 based on at least one reference position provided in the hoistway 1, when correcting the slip estimation value to match the actual slip value, The amount of movement of the car 11 can be determined using a reference position of a lifting device that is generally provided in an elevator.
- the present invention is not limited to the landing position sensor 19, and the car 11 is a reference in the hoistway 1.
- a zone sensor for detecting a door opening / closing allowable range or a switch disposed in the hoistway 1 may be used as long as it can be determined that the position has been passed.
- it can be determined immediately after the start of driving because it is possible to determine that no slip has occurred. There is an advantage that the load weight estimation can be realized.
- Embodiment 5 an elevator apparatus according to Embodiment 5 of the present invention will be described.
- a method for accurately correcting the function of the slip estimation device 22 will be described.
- the correction target is determined by both the correction at the constant speed running shown in the second embodiment and the correction in a healthy state without slip shown in the fourth embodiment. It is necessary to determine the terms g (X), f (X), and D (X) (hereinafter referred to as variation terms).
- the car 11 is operated with an operation pattern as shown in FIGS. 7 and 8 including both an “acceleration section and a deceleration section” and a “constant speed section”. To correct it. 7 and 8 show the magnitudes of the speed and acceleration so that the upward operation of the car 11 becomes positive.
- Expressions 8 to D (X) and Expressions 9 to f (X) are respectively determined using driving force data Tup (X) and Tdn (X) for a constant speed section for reciprocation.
- g (X) can be determined from Equation 18 using the driving force data in the acceleration section or the deceleration section in any of the reciprocal portions.
- Fig. 9 shows the procedure including data acquisition for the correction of the fluctuation term shown above.
- the car 11 is not loaded (step S1).
- the processing after Step S2 is possible, but the measurement error of the scale device 14 or the like will reduce the estimation accuracy, so it is accurate to check the no load. Desirable to maintain.
- step S2 the car 11 is reciprocated to obtain driving force information Tup (X) and Tdn (X) (step S2). Subsequently, it is confirmed that no slip is generated between the drive sheave 4 and the suspension body 10 during the reciprocating operation (step S3).
- g (X) is determined from Equation 18 using the driving forces in the acceleration and deceleration sections of the acquired information (step S6).
- processing can be performed using only data in either the acceleration section or the deceleration section, but the car position X includes information that is far away by using both the acceleration section and the deceleration section.
- the dependence characteristic with respect to the position X can be clearly determined.
- the driving resistance force has been treated as a characteristic that depends only on the position X of the car as D (X).
- D (X, V) the dependence characteristic on the speed V
- estimation accuracy can be further improved.
- estimation accuracy can be improved by replacing D (X) with D (X, V) in the estimation formula for estimating slip and weight.
- the variation term D (X, V) may be a characteristic that linearly depends on the velocity V, or may be treated as a non-linear characteristic.
- D (X, V) In the process of determining D (X, V), driving is performed with operation patterns having different rated speeds, and information on driving force corresponding to each rated speed is acquired. And a fluctuation term can be determined based on each driving force information. Specifically, for example, when D (X, V) is processed as a characteristic that linearly depends on the speed V, first, driving is performed with two driving patterns of rated speeds V1 and V2, and information on driving force in a constant speed section is obtained. To get.
- the driving resistance force depending on the car position X is D (X, V1) for the rated speed V1, and D (X, V2) for the rated speed V2.
- D (X, V) considering linear dependence on speed can be determined by the following equation.
- the car 11 is moved to the nearest floor or the designated floor when the slip amount reaches a set value. This indicates that the operation of the car 11 is to be stopped, and that the car 11 is emergency-stopped when the slip amount per set time exceeds a set value (when a sudden slip occurs).
- the operation when the slip occurs between the drive sheave 4 and the suspension body 10 in the present invention is not limited to the above, and an emergency stop may be made when the slip amount exceeds the set value, or abrupt.
- the operation may be stopped by moving to the nearest floor.
- the slip amount exceeds the set value or when sudden slip occurs the car 11 is stopped without causing a larger slip by causing the car 11 to stop with a slow deceleration. May be.
- a means for transmitting the state information of the car 11 such as an emergency stop or operation stop to the in-car user may be provided.
- means for transmitting status information include voice announcements, images or lamp displays, and electronic communication with the user's mobile phone.
- a means for transmitting the state information of the car 11 to the outside of the car 11 may be provided when the car 11 is emergency stopped or stopped due to slippage.
- a maintenance worker or a maintenance company of the elevator apparatus can quickly grasp that the vehicle is in a state where it cannot be operated due to slipping, and early recovery of the elevator apparatus can be realized.
- Specific examples of transmission means include voice announcements outside the car 11, display by images or lamps, electronic communication with a mobile phone, electronic communication with an elevator control device, and the like.
- the layout of the whole elevator apparatus is not limited to the layout of FIG.
- the present invention can be applied to an elevator apparatus of a 2: 1 roping method, an elevator apparatus in which a hoisting machine is installed in a lower part of a hoistway, and the like.
- the present invention can be applied to all types of elevator devices such as machine room-less elevators, double deck elevators, and one-shaft multi-car elevators in which a plurality of cars are arranged in a common hoistway.
Abstract
Description
実施の形態1.
図1はこの発明の実施の形態1によるエレベータ装置を示す構成図である。図において、昇降路1の上部には、機械室2が設けられている。機械室2には、巻上機3が設けられている。巻上機3は、駆動シーブ4と、駆動シーブ4を回転させる巻上機モータ5と、駆動シーブ4の回転を制動する巻上機ブレーキ6とを有している。
また、上記の例では、滑り推定装置22をエレベータ制御装置21とは別に設けたが、エレベータ制御装置21に滑り推定装置22の機能を持たせてもよい。
さらに、滑り推定装置22をアナログ回路で構成してもよい。
次に、この発明の実施の形態2によるエレベータ装置について説明する。実施の形態1では、任意の一状態におけるエレベータ装置の運動方程式を基礎として滑りを推定する技術を示した。これに対して、実施の形態2では、かご11の上下方向の位置により状態が変化することを考慮して、かご位置に応じて滑り推定処理を変更することで、滑り推定精度を向上させる。他の構成は、実施の形態1と同様である。
また、かご位置Xは、階停止位置等の基準位置から回転検出器8によりかご11の移動量を積算することで絶対位置として把握できる。
さらに、駆動シーブ4と懸架体10との間に滑りがある場合は、上記の積算値に滑り量を加減補正することで、より正確なかご位置を把握することができる。この滑り量の把握方法は、実施の形態4において詳述する。
次に、図4はこの発明の実施の形態3によるエレベータ装置を示す構成図である。実施の形態3では、実施の形態1の秤装置14が設けられておらず、代わりに巻上機モータ5及び回転検出器8と滑り推定装置22との間に積載重量推定器23が設けられている。積載重量推定器23には、巻上機モータ5、回転検出器8及び滑り推定装置22からの信号が入力される。
また、積載重量推定器23は、アナログ回路で構成してもよい。
次に、図5はこの発明の実施の形態4によるエレベータ装置を示す構成図である。実施の形態4では、駆動シーブ4と懸架体10との間に滑りが生じていないと判定される場合に、その状態で滑り推定装置22の機能を補正する。但し、ここでの滑りが生じていないことの判定には、滑り推定装置22の推定結果を利用できない。このため、かご11の位置情報に基づいて、かご11の移動距離を検出し、検出結果を駆動シーブ4の回転量と比較することで滑りの有無を判定する。
また、特に、着床位置を検出してから着床位置を外れるまでの距離を基準として滑りの有無を判定する場合は、滑りが生じていないことを駆動開始直後に判定できるため、駆動開始直後の積載重量推定を実現できる利点がある。
次に、この発明の実施の形態5によるエレベータ装置について説明する。実施の形態5では、滑り推定装置22の機能を精度良く補正する方法を示す。スリップ率δを精度良く推定するには、実施の形態2で示した一定速度走行での補正と、実施の形態4で示した滑りがない健全な状態での補正との両方により、補正対象となる項g(X)、f(X)、D(X)(以下、変動項と言う)を決定する必要がある。
さらにまた、この発明は、機械室レスエレベータ、ダブルデッキエレベータ、共通の昇降路内に複数のかごが配置されているワンシャフトマルチカー方式のエレベータなど、あらゆるタイプのエレベータ装置に適用できる。
Claims (18)
- 駆動シーブと、前記駆動シーブを回転させる巻上機モータとを有する巻上機、
前記駆動シーブに巻き掛けられている懸架体、
前記懸架体により昇降路内に吊り下げられており、前記巻上機モータの駆動力により昇降するかご及び釣合おもり、
前記駆動シーブの回転に応じた信号を発生する回転検出器、及び
前記駆動シーブと前記懸架体との間の滑りを推定する滑り推定装置
を備え、
前記滑り推定装置は、前記駆動シーブに作用するアンバランス重量の情報と、前記回転検出器からの信号に基づいて検出した前記駆動シーブの回転量の情報と、前記巻上機が発生している駆動力の情報と、前記駆動シーブ及びそれに連動して駆動する機器の慣性質量の情報と、前記懸架体及びそれと連動して動作する機器の慣性質量の情報とに基づいて、前記駆動シーブと前記懸架体との間の滑りを推定するエレベータ装置。 - 前記かご内の積載重量に応じた信号を発生する秤装置をさらに備え、
前記滑り推定装置は、前記秤装置からの信号に基づいて、前記駆動シーブに作用するアンバランス重量を算出する請求項1記載のエレベータ装置。 - 前記かご内の積載重量を推定する積載重量推定器をさらに備え、
前記積載重量推定器は、前記回転検出器からの信号、前記巻上機モータからの駆動力信号、及び前記滑り推定装置からの滑り率の出力信号を処理することにより、前記駆動シーブに作用するアンバランス重量を推定し、さらに前記かご内の積載重量を推定し、推定積載重量の信号を前記滑り推定装置に出力する請求項1記載のエレベータ装置。 - 前記滑り推定装置は、前記巻上機モータの駆動電流から前記巻上機が発生している駆動力を算出する請求項1から請求項3までのいずれか1項に記載のエレベータ装置。
- 前記滑り推定装置は、前記かごの位置に応じて滑り推定処理を変更する請求項1から請求項4までのいずれか1項に記載のエレベータ装置。
- 前記滑り推定装置は、前記かごの速度に応じて滑り推定処理を変更する請求項1から請求項4までのいずれか1項に記載のエレベータ装置。
- 前記滑り推定装置は、前記かごの速度及び位置に応じて滑り推定処理を変更する請求項1から請求項4までのいずれか1項に記載のエレベータ装置。
- 前記滑り推定装置は、一定速区間における駆動力の情報を用いて滑り推定処理を変更する請求項5から請求項7までのいずれか1項に記載のエレベータ装置。
- 前記滑り推定装置は、前記かごの移動距離と前記駆動シーブの回転量とを比較して、前記移動距離と前記回転量との差が設定範囲内である場合に、滑りの推定処理を変更する請求項1から請求項8までのいずれか1項に記載のエレベータ装置。
- 前記滑り推定装置は、前記昇降路内に設けられた少なくとも1つの基準位置に基づいて前記かごの移動距離を決定する請求項9記載のエレベータ装置。
- 前記かごの状態情報を外部に伝達する手段をさらに備えている請求項1から請求項10までのいずれか1項に記載のエレベータ装置。
- 滑りが発生して前記かごを非常停止又は運転休止する際に、前記かごの状態情報をかご内利用者に伝達する手段をさらに備えている請求項1から請求項11までのいずれか1項に記載のエレベータ装置。
- 滑りが発生して前記かごを非常停止又は運転休止している状態で、前記かごの状態情報を外部に伝達する手段をさらに備えている請求項1から請求項12までのいずれか1項に記載のエレベータ装置。
- 駆動シーブと、前記駆動シーブを回転させる巻上機モータとを有する巻上機、
前記駆動シーブに巻き掛けられている懸架体、及び
前記懸架体により昇降路内に吊り下げられており、前記巻上機モータの駆動力により昇降するかご及び釣合おもりを備えているエレベータ装置の制御方法であって、
前記駆動シーブに作用するアンバランス重量の情報と、前記駆動シーブの回転量の情報と、前記巻上機が発生している駆動力の情報と、前記駆動シーブ及びそれに連動して駆動する機器の慣性質量の情報と、前記懸架体及びそれと連動して動作する機器の慣性質量の情報とに基づいて、前記駆動シーブと前記懸架体との間の滑りを推定するステップ、及び
前記駆動シーブと前記懸架体との間の滑りが異常であると判定した場合に、前記かごの運転を休止させるステップ
を含むエレベータ装置の制御方法。 - 前記駆動シーブと前記懸架体との間の滑りが増大し、合計の滑り量が設定値に達した場合、前記かごを最寄り階又は指定階へ移動させ、前記エレベータ装置の運転を中止する請求項14記載のエレベータ装置の制御方法。
- 前記駆動シーブと前記懸架体との間の滑りが増大し、合計の滑り量が設定値に達した場合、前記かごを非常停止させる請求項14記載のエレベータ装置の制御方法。
- 設定時間当たりの滑り量が設定値を超えた場合、前記かごを非常停止させる請求項14又は請求項15に記載のエレベータ装置の制御方法。
- 設定時間当たりの滑り量が設定値を超えた場合、前記かごを最寄り階又は指定階へ移動させ、前記かごの運転を中止する請求項14から請求項16までのいずれか1項に記載のエレベータ装置の制御方法。
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WO2017028919A1 (en) * | 2015-08-19 | 2017-02-23 | Otis Elevator Company | Elevator control system and method of operating an elevator system |
CN107720476A (zh) * | 2017-11-03 | 2018-02-23 | 东莞市北扬工业设计有限公司 | 一种电梯钢丝绳超速检测设备 |
JP6452925B1 (ja) * | 2018-05-09 | 2019-01-16 | 三菱電機株式会社 | エレベーター装置および非常止め装置の試験方法 |
JP2021004130A (ja) * | 2019-06-27 | 2021-01-14 | 東芝エレベータ株式会社 | 昇降機監視方法、及び昇降機監視装置 |
WO2021229698A1 (ja) * | 2020-05-12 | 2021-11-18 | 三菱電機株式会社 | エレベーターの異常検出装置 |
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JP7347666B2 (ja) | 2020-05-12 | 2023-09-20 | 三菱電機株式会社 | エレベーターの異常検出装置 |
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