WO2017033751A1 - エレベータ振動低減装置の異常検出装置、エレベータおよびエレベータ振動低減装置の異常検出方法 - Google Patents

エレベータ振動低減装置の異常検出装置、エレベータおよびエレベータ振動低減装置の異常検出方法 Download PDF

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Publication number
WO2017033751A1
WO2017033751A1 PCT/JP2016/073581 JP2016073581W WO2017033751A1 WO 2017033751 A1 WO2017033751 A1 WO 2017033751A1 JP 2016073581 W JP2016073581 W JP 2016073581W WO 2017033751 A1 WO2017033751 A1 WO 2017033751A1
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WIPO (PCT)
Prior art keywords
current
contact
coil
magnetic gap
vibration
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Application number
PCT/JP2016/073581
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English (en)
French (fr)
Japanese (ja)
Inventor
邦充 岸元
菅原　正行
Original Assignee
三菱電機株式会社
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Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2017536735A priority Critical patent/JP6407445B2/ja
Priority to CN201680031053.7A priority patent/CN107922144B/zh
Publication of WO2017033751A1 publication Critical patent/WO2017033751A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • 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
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes

Definitions

  • the present invention relates to an abnormality detection device that detects an abnormal state of an elevator vibration reduction device, an elevator equipped with the abnormality detection method, and an abnormality detection method that detects an abnormal state of the elevator vibration reduction device.
  • vibration reduction technology for elevator cars (hereinafter referred to as “cars”) is increasing due to the increase in the speed of elevators as buildings rise.
  • the lateral vibration of the car is mainly caused by a forced displacement due to a bending or a step of a rail that guides the car along the hoistway.
  • vibration reduction has been achieved by using a vibration isolating member such as a spring or a damper in a guide device that guides a car along a rail.
  • a vibration isolating member such as a spring or a damper in a guide device that guides a car along a rail.
  • the performance of the vibration reduction is limited.
  • a semi-active vibration suppression technique that achieves both vibration suppression performance and power saving in a higher speed region has been proposed (for example, see Patent Document 1).
  • a variable damping damper device that can variably adjust the friction damping force for reducing the lateral vibration of the car is used as an elevator vibration reducing device.
  • the variable damping damper device reduces the lateral vibration of the car by changing the friction damping force based on the detection signal of the acceleration sensor.
  • a friction damping mechanism that changes a friction damping force by an electromagnetic actuator is used as a variable damping damper device. Further, the thickness of the friction sliding member used in the friction damping mechanism varies depending on environmental factors such as thermal expansion of the friction sliding member due to temperature fluctuation in the hoistway and aging factors such as wear of the friction sliding member.
  • An object of the present invention is to provide an abnormality detection device and an abnormality detection method capable of detecting a state, and an elevator including the abnormality detection device.
  • the abnormality detection device for an elevator vibration reducing device changes the friction damping force of the friction sliding member that generates a friction damping force by being pressed against the guide lever of the guide device by adjusting the coil current flowing through the coil,
  • An abnormality detection device that detects an abnormal state of an elevator vibration reduction device that pulls a movable iron core away from a fixed iron core by a compression spring when no coil current flows in the coil, and includes an acceleration sensor that detects a vibration signal of the elevator car, and an elevator car Drive the vibration generating unit that generates the vibration in the lateral direction, perform contact determination to determine the presence or absence of contact between the friction sliding member and the guide lever from the vibration signal detected by the acceleration sensor, and further to the current pattern
  • Estimated by the contact determination unit that estimates the contact current estimated value at the time of no-load contact, the suction start current at the start of suction flowing through the coil, the magnetic gap when no coil current flows through the coil, and the contact determination unit
  • the elevator according to the present invention includes an abnormality detection device for an elevator vibration reduction device.
  • the abnormality detection method of the elevator vibration reducing device changes the friction damping force of the friction sliding member that generates the friction damping force by being pressed against the guide lever of the guide device by adjusting the coil current flowing through the coil,
  • An abnormality detection method for detecting an abnormal state of an elevator vibration reduction device that pulls a movable iron core away from a fixed iron core by a compression spring when a coil current does not flow in the coil, and a vibration generating unit that generates lateral vibration in the elevator car A contact determination is made to determine whether or not the frictional sliding member and the guide lever are in contact from the vibration signal detected by the acceleration sensor, and the contact determination is performed while controlling the coil current according to the current pattern.
  • the method includes a step of calculating an estimated magnetic gap value and a step of detecting an abnormal state from the estimated magnetic gap value at the time of contact.
  • an abnormality detection device and an abnormality detection method capable of detecting an abnormal state in which it is difficult to change the frictional damping force due to a change in the thickness of the friction sliding member An elevator equipped with the abnormality detection device can be obtained.
  • FIG. 1 It is a side view which shows the whole structure of the elevator in Embodiment 1 of this invention. It is a side view which expands and shows the guide apparatus of FIG. It is a sectional side view which expands and shows the pressing force adjustment mechanism of FIG. It is a block diagram which shows the structure of the controller of FIG. It is explanatory drawing for demonstrating the method of the contact determination performed by the contact determination process part of FIG. It is a timing chart for demonstrating operation
  • FIG. 4 is an explanatory diagram showing a spring biasing force and an electromagnetic attraction force applied to the movable iron core when starting to attract the movable iron core to the fixed iron core of FIG. 3. It is explanatory drawing which shows the spring urging
  • Embodiment 3 of this invention It is a timing chart for demonstrating operation
  • FIG. 1 is a side view showing the overall configuration of an elevator according to Embodiment 1 of the present invention.
  • the elevator includes a car room 1 and a car frame 2, a first anti-vibration rubber 3, a second anti-vibration rubber 4, a guide device 5, a rope 6, and a guide rail 7.
  • a pressing force adjusting mechanism 8 which is an example of an elevator vibration reducing device, and an abnormality detecting device for the elevator vibration reducing device having a controller 9 and an acceleration sensor 10 are provided.
  • a first anti-vibration rubber 3 and a second anti-vibration rubber 4 are provided between the car room 1 and the car frame 2, and a rope 6 is provided in the car frame 2.
  • guide devices 5 are provided at four locations in the vertical and horizontal directions of the car frame 2.
  • the car room 1 in which passengers are accommodated is supported by the car frame 2 via the first anti-vibration rubber 3 and the second anti-vibration rubber 4.
  • the car frame 2 is connected via a rope 6 to a hoisting machine (not shown) provided at the upper part of the hoistway.
  • the car room 1 and the car frame 2 move up and down when the rope 6 is wound or sent out by the hoisting machine.
  • the guide device 5 provided in the car frame 2 guides the car frame 2 along the guide rails 7 so that the car does not wobble during the raising / lowering operation of the car.
  • FIG. 2 is an enlarged side view showing the guide device 5 of FIG.
  • a lower right one of the set of guide devices 5 provided in the car frame 2 in FIG. 1 is shown as a representative example.
  • the guide device 5 includes a guide base 51, a guide lever 52, a first bearing 53, a second bearing 54, a roller 55, an extension rod 56, a receiving tray 57, and a compression spring 58. It has.
  • the one end of the guide base 51 is fixed to the car frame 2.
  • a guide lever 52 is swingably provided at an intermediate portion of the guide base 51 via a first bearing 53.
  • a roller 55 is rotatably provided at an intermediate portion of the guide lever 52 via a second bearing 54.
  • a tray 57 is connected to the middle portion of the other end of the guide base 51 via an extension rod 56.
  • a compression spring 58 is provided between the tray 57 and the guide lever 52.
  • the guide lever 52 oscillates around the first bearing 53 with the urging force of the compression spring 58, thereby pressing the roller 55 against the guide rail 7.
  • a friction sliding member 88 driven along the radial direction of the guide lever 52 by the pressing force adjusting mechanism 8 is provided.
  • a friction damping force F d is given to the swing of the guide lever 52.
  • a pressing force adjusting mechanism 8 is provided at the other end of the guide base 51.
  • the pressing force adjusting mechanism 8 controls the pressing force of the friction sliding member 88 pressed against the guide lever 52.
  • the pressing force adjusting mechanism 8 and the friction sliding member 88 constitute a variable damping damper device.
  • FIG. 3 is an enlarged side sectional view showing the pressing force adjusting mechanism 8 of FIG.
  • the pressing force adjusting mechanism 8 is illustrated in association with the swinging end portion of the guide lever 52 (see the double arrow in the drawing).
  • the pressing force adjusting mechanism 8 includes a first sliding bearing 81, a coil 82, a compression spring 83, a movable iron core 84, a guide rod 85, a second sliding bearing 86, and a fixed iron core 87. It has.
  • the movable iron core 84 is configured to be able to drive the friction sliding member 88 in the direction of the broken arrow in the figure.
  • the movable iron core 84 is connected to the fixed iron core 87 through the guide rod 85 with a magnetic gap ⁇ .
  • a compression spring 83 is inserted between the fixed iron core 87 and the movable iron core 84.
  • the compression spring 83 plays a role of pulling the movable core 84 away from the fixed core 87 when the coil 82 is not energized.
  • the fixed iron core 87 is fixed to the guide base 51.
  • a coil 82 is wound around the central portion of the fixed iron core 87, and a movable iron core 84 is inserted into a through hole in the coil 82.
  • the fixed iron core 87 and the coil 82 constitute an electromagnet.
  • an electromagnetic attractive force F represented by the following formula (1) is generated between the fixed iron core 87 and the movable iron core 84.
  • Equation (1) ⁇ 0 is the vacuum magnetic permeability
  • S is the cross-sectional area of the gap portion between the fixed iron core 87 and the movable iron core 84
  • N is the number of turns of the coil 82
  • ⁇ is the fixed iron core 87 and the movable iron core 84.
  • I is the amount of current applied to the coil 82.
  • the movable iron core 84 When the movable iron core 84 is attracted to the fixed iron core 87 by energizing the coil 82, the movable iron core 84 abuts against the end of the guide lever 52 and presses the friction sliding member 88 against the swinging end of the guide lever 52. It is configured.
  • a first sliding bearing 81 is provided between the friction sliding member 88 and the fixed iron core 87.
  • the first sliding bearing 81 guides and supports the friction sliding member 88 in the through hole of the fixed iron core 87.
  • the fixed iron core 87 is provided with a guide rod 85 that penetrates a part of the movable iron core 84.
  • the guide rod 85 supports and guides the movable iron core 84 via the second sliding bearing 86 and limits the magnetic gap ⁇ between the movable iron core 84 and the fixed iron core 87.
  • ⁇ is a friction coefficient acting between the friction sliding member 88 and the guide lever 52.
  • the car frame 2 is provided with an acceleration sensor 10 for detecting horizontal vibration.
  • the vibration signal detected by the acceleration sensor 10 is input to the controller 9.
  • the controller 9 controls the pressing force adjusting mechanism 8.
  • the controller 9 is realized by, for example, a CPU that executes a program stored in a memory and a processing circuit such as a system LSI.
  • the controller 9 reduces the lateral vibration of the car by controlling the amount of current supplied to the coil 82 in accordance with the vibration signal from the acceleration sensor 10.
  • the attenuation adjustment algorithm executed by the controller 9 can use, for example, a conditional expression shown in the following expression (3).
  • ⁇ is a positive constant.
  • Equation (3) is a conditional expression Is less than 0 ( ⁇ 0), the controller 9 energizes the coil 82 to give the maximum frictional force F max to the guide lever 52, and the conditional expression Shows an algorithm for giving the minimum frictional force Fmin to the guide lever 52 when the controller 9 does not energize the coil 82 in the case where is greater than or equal to 0 ( ⁇ 0).
  • Formula (3) is a well-known literature (for example, A Single-Sensor Control Strategy for Semi-Active Suspensions, Sergeo M. Savelessi, and Christiano SPONTI. 2009).
  • the exposure amount of the friction sliding member 88 is adjusted so that the magnetic gap ⁇ between the movable iron core 84 and the fixed iron core 87 maintains an appropriate distance.
  • the thickness of the frictional sliding member 88 may vary depending on environmental factors such as thermal expansion due to temperature fluctuations in the hoistway and aging factors such as wear. Therefore, when the thickness of the frictional sliding member 88 decreases beyond the stroke amount of the movable iron core 84, the movable iron core 84 and the fixed iron core 87 come into contact before the frictional sliding member 88 is pressed against the guide lever 52.
  • abnormality detection algorithm detects an abnormal state (hereinafter simply referred to as “abnormal state”) in which it is difficult to change the frictional damping force F d due to the variation in the thickness of the friction sliding member 88. Is to do.
  • FIG. 4 is a block diagram showing the configuration of the controller 9 of FIG. In addition to the acceleration sensor 10 and the coil 82 described above, FIG. 4 further shows a current sensor 11 that detects a coil current flowing in the coil 82 and a vibration generation that generates a lateral vibration in the car frame 2. Part 12 is also shown.
  • the controller 9 includes a contact determination unit 91, a magnetic gap estimation unit 92, and an abnormality detection unit 93. Further, the contact determination unit 91 includes a current control unit 911, a drive command unit 912, and a contact determination processing unit 913.
  • the magnetic gap estimation unit 92 includes an electromagnetic force estimation unit 921, a spring biasing force estimation unit 922, and a magnetic gap calculation unit 923.
  • the contact determination unit 91 estimates a coil current that flows through the coil 82 when the friction sliding member 88 starts to contact the guide lever 52, that is, when the friction sliding member 88 starts to contact the guide lever 52.
  • the contact start time of the frictional sliding member 88 to the guide lever 52 is expressed as “no load contact”
  • the coil current flowing through the coil 82 at the time of no load contact is expressed as “contact current I c ”.
  • the current control unit 911 generates a current command value according to a current pattern described later, and adjusts the coil current so that the coil current detected by the current sensor 11 matches the current command value.
  • the drive command unit 912 generates a drive command for driving the vibration generation unit 12 and gives the drive command to the vibration generation unit 12 to generate lateral vibration in the car frame 2.
  • the vibration generation part 12 is comprised using the winding machine provided in the hoistway upper part, for example.
  • the hoisting machine as the vibration generating unit 12 applies a rail displacement disturbance to the guide device 5 by raising and lowering the car according to the drive command from the drive command unit 912.
  • the drive command is set so that a part or all of the hoistway is raised or lowered at a certain speed.
  • the vibration generator 12 can generate lateral vibrations in the car by raising and lowering the car in accordance with the drive command from the drive command unit 912.
  • the acceleration sensor 10 detects the vibration signal of the car frame 2. Moreover, since the forced displacement disturbance to the cage by the rails installed in the hoistway is the same for each hoistway, the condition of the car lateral vibration used for the evaluation can be kept constant.
  • the contact determination processing unit 913 is a friction sliding member based on the vibration signal detected by the acceleration sensor 10, the current command value generated by the current control unit 911, and the drive command generated by the drive command unit 912. The contact determination which determines whether 88 and the guide lever 52 are contacting is performed.
  • the friction sliding member 88 and the friction sliding member 88 are different from the difference in the frequency component of the vibration signal obtained by calculating the frequency spectrum of the vibration signal by fast Fourier transform.
  • a method of determining the presence or absence of contact with the guide lever 52 is used.
  • FIG. 5 is an explanatory diagram for explaining a contact determination method performed by the contact determination processing unit 913 in FIG. 4.
  • FIG. 5 shows the result of comparing the frequency component of the vibration signal detected by the acceleration sensor 10 according to the presence / absence of contact between the frictional sliding member 88 and the guide lever 52.
  • the reference frequency for determining that the frictional sliding member 88 has contacted the guide lever 52 is set ⁇ 0 as a threshold value.
  • the primary peaks ⁇ c and ⁇ n as vibration peaks are the damping coefficient of the friction sliding member 88, the spring constant of the compression spring 58, the weight of the car chamber 1, the weight of the car frame 2, and the first It is calculated using the spring constant of the anti-vibration rubber 3, the spring constant of the second anti-vibration rubber 4, the attenuation coefficient of the first anti-vibration rubber 3, and the attenuation coefficient of the second anti-vibration rubber 4. .
  • the spring constants of the first anti-vibration rubber 3 and the second anti-vibration rubber 4 vary with time and environmental deterioration such as fatigue deterioration and oxidation deterioration.
  • the spring constants of the first vibration isolating rubber 3 and the second anti-vibration rubber 4 are strongly affected by fatigue deterioration, so that the respective spring constants become smaller with time.
  • the respective spring constants of the first vibration isolating rubber 3 and the second vibration isolating rubber 4 are strongly affected by the oxidative deterioration, so that the respective spring constants increase with time. That is, when the temperature in the hoistway is low, the vibration peaks ⁇ c and ⁇ n are small, and when the temperature in the hoistway is high, the vibration peaks ⁇ c and ⁇ n are large.
  • the contact determination processing unit 913 has a table of vibration peaks ⁇ c and ⁇ n that are assumed in advance in association with the temperature in the hoistway and the elapsed period since the car was installed.
  • the contact determination processing unit 913 selects and determines vibration peaks ⁇ c and ⁇ n corresponding to the assumed temperature value in the hoistway and the elapsed time since the car was installed from the table.
  • the contact determination processing unit 913 sets the reference frequency ⁇ 0 as a threshold value so that ⁇ n ⁇ 0 ⁇ c .
  • the contact determination unit 91 determines the threshold value for determining whether or not the friction sliding member 88 and the guide lever 52 are in contact with each other according to the temperature in the hoistway and the elapsed period after the car is installed. decide.
  • the contact determination processing unit 913 calculates the vibration spectrum from the frequency component of the vibration signal detected by the acceleration sensor 10. The primary peak ⁇ is calculated.
  • the contact determination processing unit 913 determines the presence or absence of contact between the friction sliding member 88 and the guide lever 52 from the calculated primary peak ⁇ .
  • the contact determination processing unit 913 does not contact the friction sliding member 88 and the guide lever 52 when ⁇ ⁇ 0 with respect to the calculated first peak ⁇ , that is, “ It is determined as “non-contact”.
  • the contact determination processing unit 913 determines that the friction sliding member 88 and the guide lever 52 are in contact, that is, “contact”.
  • the contact determination unit 91 calculates the vibration spectrum of the vibration signal detected by the acceleration sensor 10, and determines whether or not the friction sliding member 88 and the guide lever 52 are in contact with each other based on the calculated vibration spectrum.
  • the contact determination processing unit 913 performs such contact determination, so that the contact between the friction sliding member 88 and the guide lever 52 for each current value of the coil current applied to the coil 82 by the current control unit 911. The presence or absence of can be accurately determined.
  • FIG. 6 is a timing chart for explaining the operation of the contact determination unit 91 of FIG.
  • the horizontal axis represents time
  • the vertical axis represents the coil current flowing through the coil 82.
  • broken line in the figure indicates a pattern of the coil current applied to the coil 82 by the current control unit 911
  • the horizontal line in the figure shows the contact current I c.
  • the current control unit 911 generates a current command value so that the coil current flows through the coil 82 according to a certain current pattern.
  • the current control unit 911 monotonously increases the coil current at a constant current change rate per unit time as a constant current pattern, or decreases the coil current monotonously at a constant current change rate per unit time. It is set to use a pattern.
  • the drive command unit 912 When the current control unit 911 applies a coil current to the coil 82 according to the current pattern, the drive command unit 912 generates a vibration in the car frame 2 by giving a drive command to the vibration generation unit 12 at the start time of each cycle.
  • the acceleration sensor 10 detects a vibration signal of the car frame 2 for a certain period from the time when the drive command unit 912 starts to generate vibration in the car frame 2 by giving a drive command to the vibration generating unit 12.
  • the contact determination processing unit 913 calculates the primary peak ⁇ of the vibration spectrum from the vibration signal detected by the acceleration sensor 10, and determines whether the friction sliding member 88 and the guide lever 52 are in contact from the calculation result. judge.
  • the current control unit 911 determines “non-contact” by the contact determination processing unit 913 while performing the operation of increasing the coil current in the previous cycle, this time In this cycle, the current change rate per unit time is set to the same state as the previous cycle, and the operation for increasing the coil current is continued.
  • the current control unit 911 determines “contact” by the contact determination processing unit 913 while performing the operation of increasing the coil current in the previous cycle, the current change per unit time in the current cycle The rate is made smaller than the previous cycle and the operation is switched to the operation of reducing the coil current.
  • the current control unit 911 determines “contact” by the contact determination processing unit 913 while performing the operation of reducing the coil current in the previous cycle, the current change per unit time in the current cycle. The rate is made the same as the previous cycle, and the operation for reducing the coil current is continued.
  • the current control unit 911 sets the current change rate per unit time to 1 when the contact determination processing unit 913 determines “non-contact” while performing the operation of reducing the coil current in the previous cycle. Switch to the operation of increasing the coil current by making it smaller than the previous cycle of the previous cycle.
  • the current in the previous cycle is determined in the current cycle according to the determination result of the contact determination in the previous cycle. Either the operation of decreasing the coil current with the change rate being reduced or the operation of continuously increasing the coil current with the current change rate in the previous cycle being the same is performed. Also, if the coil current is decreased at the current change rate per unit time in the previous cycle, the current change rate in the previous cycle is determined in this cycle according to the contact determination result in the previous cycle.
  • One of the operation of increasing the coil current in a state where the current is reduced and the operation of continuously decreasing the coil current in the state where the current change rate in the previous cycle is made the same.
  • the drive command unit 912 provides a drive command to the vibration generation unit 12 at the start of each cycle, thereby providing a car frame. 2 is caused to vibrate.
  • the cycle in which the current control unit 911 performs either the operation of increasing the coil current or the operation of decreasing the coil current and the contact determination processing unit 913 performs the contact determination is repeated a plurality of times.
  • the coil current converges to the contact current I c .
  • the contact determination processing unit 913 performs the coil current I l at the time when the last cycle is completed and the coil current I h at the time when the previous cycle is completed from the last cycle. And calculate the current difference.
  • the contact determination unit 91 drives the vibration generating unit 12 that generates lateral vibrations in the cage, and thereby detects the frictional sliding member 88 and the guide lever 52 from the vibration signal detected by the acceleration sensor 10.
  • the contact determination which determines the presence or absence of a contact is performed.
  • the contact determination unit 91 further estimates the contact current estimated value I c ′ at the time of no-load contact flowing in the coil 82 by repeating the contact determination while controlling the coil current according to the current pattern. Therefore, the contact determination unit 91 can obtain an estimated contact current value I c ′ as an estimated value of the contact current I c during no-load contact.
  • the magnetic gap estimation unit 92 uses the contact current estimated value I c ′ estimated by the contact determination unit 91 to calculate the force applied to the movable iron core 84 before and after the no-load contact. Moreover, the magnetic gap estimation part 92 estimates the magnetic gap (epsilon) when the friction sliding member 88 is pressed on the guide lever 52 from the calculation result. Hereinafter, the time when the friction sliding member 88 is pressed against the guide lever 52 will be referred to as “when pressed”.
  • FIG. 7 is an explanatory diagram for explaining a method of detecting the suction start current I 0 and the suction start time t 0 performed by the electromagnetic force estimation unit 921 in FIG.
  • FIG. 7 the time change of the coil current detected by the current sensor 11 after the suction of the movable core 84 to the fixed core 87 is started is shown.
  • the horizontal axis represents time
  • the vertical axis represents the coil current detected by the current sensor 11.
  • the current control unit 911 starts applying a coil current to the coil 82 in order to start attracting the movable core 84 to the fixed core 87. As a result, a coil current flows out to the coil 82.
  • the electromagnetic attractive force F acting on the movable iron core 84 also starts increasing with the increase of the coil current.
  • the electromagnetic attractive force F becomes larger than the spring biasing force of the compression spring 83
  • the movable iron core 84 starts to move toward the fixed iron core 87. That is, suction of the movable core 84 to the fixed core 87 is started.
  • the movable iron core 84 starts to move, a back electromotive force is generated in the coil 82 due to the movement of the movable iron core 84, so that the coil current detected by the current sensor 11 decreases.
  • the electromagnetic force estimation unit 921 is configured to reduce the coil current flowing through the coil 82 as shown in FIG. 7, so that the suction start current I 0 that is a coil current when the suction of the movable core 84 is started, The suction start time t 0 when the suction is started is detected.
  • the magnetic gap estimation unit 92 detects the attraction start current I 0 at the start of attraction that flows through the coil 82 from the change in the coil current detected by the current sensor 11.
  • FIG. 8 in the case when the suction start to the armature 84 to the fixed iron core 87 in FIG. 3 is an explanatory view showing a spring force F s and the electromagnetic attraction force F applied to the movable core 84.
  • the horizontal axis represents the magnetic gap ⁇
  • the vertical axis represents the magnitude of the force applied to the movable iron core 84.
  • the broken line in the figure indicates the electromagnetic attraction force F at the start of suction calculated by the electromagnetic force estimation unit 921
  • the solid line in the figure indicates the spring biasing force F at the start of suction calculated by the spring biasing force estimation unit 922. s is shown.
  • the electromagnetic force estimation unit 921 uses the detected suction start current I 0 to represent the following formula (4) based on the formula (1).
  • the electromagnetic attractive force F with respect to the magnetic gap ⁇ is calculated.
  • the magnetic gap calculation unit 923 uses the magnetic gap x 0 in a state where no coil current is applied to the coil 82, based on the formula (4), as shown in the following formula (5), The electromagnetic attraction force F 0 corresponding to the gap x 0 is calculated.
  • the electromagnetic attraction force F 0 is an electromagnetic attraction force acting on the movable iron core 84 at the start of suction.
  • the magnetic gap x 0 is equal to the magnetic gap when the movable iron core 84 is pressed against one end of the guide rod 85 by the spring biasing force of the compression spring 83. Therefore, the magnetic gap x 0 is a known value determined in advance by the design of the guide rod 85 and the fixed iron core 87.
  • the spring biasing force estimation unit 922 calculates the spring biasing force F s for the magnetic gap ⁇ as shown in the following formula (6) using the electromagnetic attraction force F 0 calculated by the formula (5). .
  • This spring biasing force F s is a spring biasing force of the compression spring 83.
  • Equation (6) k s is the spring constant of the compression spring 83.
  • the spring biasing force F s shown in Expression (6) is a function that is established between when the suction of the movable iron core 84 is started and when the frictional sliding member 88 contacts the guide lever 52. That is, when the magnetic gap at the time of no-load contact is x c , Equation (6) satisfies x c ⁇ ⁇ x 0 .
  • the magnetic gap estimation unit 92 uses the detected attraction start current I 0 and the magnetic gap x 0 in the state where no coil current is flowing through the coil 82 to the spring at the start of attraction given to the movable iron core 84. Calculate the biasing force F s .
  • the electromagnetic force estimation unit 921 uses the contact current estimated value I c ′ estimated by the contact determination unit 91, based on the equation (1), as shown in the following equation (7), the electromagnetic force with respect to the magnetic gap ⁇ The suction force F is calculated.
  • the magnetic gap calculation unit 923 obtains the intersection of the formula (6) calculated by the spring biasing force estimation unit 922 and the formula (7) calculated by the electromagnetic force estimation unit 921, so that no load is applied.
  • An estimated magnetic gap value x c ′ and a spring biasing force estimated value F c ′ are calculated.
  • the magnetic gap estimated value x c ′ is an estimated value of the magnetic gap x c at the time of no-load contact.
  • the spring biasing force estimated value F c ′ is an estimated value of the spring biasing force of the compression spring 83 at the time of no-load contact.
  • the magnetic gap estimation unit 92 estimates the magnetic gap at the time of no-load contact from the estimated contact current value I c ′ estimated by the contact determination unit 91 and the calculated spring biasing force F s at the start of suction.
  • a value x c ′ and a spring biasing force estimated value F c ′ at the time of no-load contact given to the movable iron core 84 are calculated.
  • the spring biasing force estimating unit 922 calculates the magnetic gap estimated value x c ′ at the time of no-load contact calculated by the magnetic gap calculating unit 923 and the spring constant k d when the friction sliding member 88 is regarded as a compression spring. Using, the spring biasing force F s with respect to the magnetic gap ⁇ is calculated as shown in the following equation (8).
  • This spring biasing force F s is the sum of the spring biasing force of the compression spring 83 and the spring biasing force of the friction sliding member 88. Further, force F s with the spring, at the time of pressing, a spring bias applied to the movable core 84 F s.
  • the magnetic gap estimation unit 92 calculates the spring biasing force F s during pressing from the calculated spring biasing force estimated value F c ′ during no-load contact.
  • FIG. 10 in the case when pressing the friction sliding member 88 in FIG. 3 is an explanatory view showing a spring force F s and the electromagnetic attraction force F applied to the movable core 84.
  • the horizontal axis represents the magnetic gap ⁇
  • the vertical axis represents the magnitude of the force applied to the movable iron core 84.
  • the broken line in the figure shows the electromagnetic attracting force F at the time of pressing as calculated by the electromagnetic force estimating section 921
  • the spring force F s during pressing solid line in the figure is calculated by spring force estimating section 922 It is shown along with the urging force of the spring F s of the suction at the start.
  • the electromagnetic force estimation unit 921 uses the coil current I g, as shown in the following equation (9), calculates the electromagnetic attraction force F to the magnetic gap epsilon.
  • the magnetic gap calculator 923 obtains the intersection of the equation (9) calculated by the electromagnetic force estimator 921 and the equation (8) calculated by the spring biasing force estimator 922, so that the magnetic force at the time of pressing is calculated.
  • the gap estimated value x g 'and the pressing force F g are calculated.
  • the magnetic gap estimated value x g ′ is an estimated value of the magnetic gap at the time of pressing.
  • the magnetic gap estimation unit 92 calculates the estimated magnetic gap value x g ′ during pressing from the coil current during pressing and the calculated spring biasing force F s during pressing.
  • the operation of the magnetic gap estimation unit 92 described with reference to FIGS. 7 to 10 is summarized as follows.
  • the magnetic gap estimation unit 92 detects the attraction start current I 0 at the start of attraction that flows through the coil 82 from the change in the coil current detected by the current sensor 11.
  • the magnetic gap estimator 92 includes the detected attraction start current I 0 , the magnetic gap x 0 when no coil current is flowing through the coil 82, and the estimated contact current I c ′ estimated by the contact determiner 91.
  • the estimated magnetic gap value x g ′ at the time of pressing is calculated from the coil current at the time of pressing flowing through the coil 82.
  • the magnetic gap estimator 92 determines the attraction start time given to the movable iron core 84 from the detected attraction start current I 0 and the magnetic gap x 0 when no coil current is flowing through the coil 82.
  • the spring biasing force F s is calculated.
  • the magnetic gap estimation unit 92 uses the estimated contact current value I c ′ estimated by the contact determination unit 91 and the calculated spring biasing force F s at the start of suction to estimate the estimated magnetic gap value x c ′ during no-load contact.
  • the magnetic gap estimation unit 92 calculates an estimated magnetic gap value x g ′ at the time of pressing from the coil current at the time of pressing and the calculated spring biasing force F s at the time of pressing.
  • the magnetic gap estimation unit 92 can obtain the magnetic gap estimated value x g ′ as the estimated value of the magnetic gap at the time of pressing.
  • the abnormality detection unit 93 detects an abnormal state based on the estimated magnetic gap value x g ′ estimated by the magnetic gap estimation unit 92. That is, the smaller the magnetic gap estimated value x g ′ is, the higher the possibility that the movable iron core 84 and the fixed iron core 87 are in contact with each other. Therefore, the abnormal state can be detected by monitoring the magnetic gap estimated value x g ′. Become.
  • the abnormality detection unit 93 determines that the amount of magnetic gap at the time of pressing is normal when the estimated magnetic gap value x g ′ is larger than a preset threshold value x t .
  • the threshold value x t is a value larger than the sum of the wear amount of the frictional sliding member 88 assumed during the period in which the maintenance adjustment of the magnetic gap is performed and the preset minimum allowable magnetic gap x lim.
  • the threshold value x t increases as the maintenance adjustment period increases, and the threshold x t decreases as the maintenance adjustment period decreases.
  • the abnormality detection unit 93 determines a threshold value for detecting an abnormal state according to the period in which maintenance adjustment is performed.
  • the abnormality detection unit 93 determines that the amount of magnetic gap at the time of pressing is abnormal. In this case, the abnormality detection unit 93 detects an abnormal state.
  • the abnormality detection unit 93 detects an abnormal state from the estimated magnetic gap value x g ′ at the time of pressing estimated by the magnetic gap estimation unit 92.
  • the abnormal state can be detected by the abnormality detection algorithm executed by the controller 9 before the frictional sliding member 88 is worn or deformed and cannot be pressed against the guide lever 52.
  • the contact between the friction sliding member and the guide lever is determined from the vibration signal detected by the acceleration sensor by driving the vibration generating unit that generates the vibration in the lateral direction in the elevator car. It is configured to perform a contact determination for determining presence / absence, and to estimate an estimated contact current at the time of no-load contact flowing in the coil by repeating the contact determination while controlling the coil current according to the current pattern. .
  • the suction start current at the start of suction flowing in the coil, the magnetic gap when no coil current flows in the coil, and the estimated contact current estimated value are input, and the friction sliding member and the guide lever
  • the magnetic gap estimation value at the time of contact is calculated. Furthermore, an abnormal state is detected from the estimated magnetic gap estimated value at the time of contact.
  • the magnetic gap in the state where no coil current flows in the coil, and the estimated contact current estimated value, the pressing that flows in the coil The case where the coil current at the time is further input is illustrated.
  • the estimated magnetic gap value at the time of pressing is calculated as the estimated magnetic gap value at the time of contact between the frictional sliding member and the guide lever.
  • the elevator vibration reduction device to which the present invention can be applied cannot ignore the deformation at the time of pressing the friction sliding member, and when calculating the spring biasing force that balances the electromagnetic attractive force that can be applied to the movable iron core.
  • the spring constant has two stages of spring constants that differ depending on the presence or absence of contact between the frictional sliding member and the guide lever. Even when the present invention is applied to such an elevator vibration reducing device, the magnetic gap can be estimated by using the contact current during no-load contact as a reference.
  • Embodiment 2 unlike the first embodiment, the vibration generating unit 12 is configured to generate vibration in the car frame 2 by opening and closing the car door 13 attached to the car. The case will be described. In the second embodiment, description of points that are the same as those of the first embodiment will be omitted, and points different from the first embodiment will be mainly described.
  • FIG. 11 is a side view showing the overall configuration of the elevator according to Embodiment 2 of the present invention.
  • the elevator further includes a car door 13 and a car door driving device 14 in addition to the configuration shown in FIG. 1.
  • the car door 13 is integrally driven in a horizontal direction, that is, an arrow direction in the figure by engaging with a landing door (not shown) installed at the landing of the hoistway when opening and closing.
  • a driving force transmission unit that transmits a driving force such as a link or a belt is connected to the car door 13, and gives a driving force for opening and closing the car door 13.
  • the vibration generating unit 12 in the second embodiment is configured using a car door 13 and a car door driving device 14.
  • the car door drive device 14 causes the car frame 2 to vibrate by opening and closing the car door 13 in accordance with a drive command from the drive command unit 912.
  • the vibration generator 12 is configured to generate vibration in the car frame 2 by opening and closing the car door 13 attached to the car. It is composed.
  • the vibration generating unit generates lateral vibration in the car by opening and closing the car door according to the drive command from the contact determination unit. Configured to let
  • the first embodiment that generates forced vibration due to rail displacement disturbance given by raising and lowering the car Compared to the above, since the opening / closing time of the car door is shorter than the car lifting / lowering time, the time required for contact determination per cycle is shortened. Therefore, the presence or absence of contact between the frictional sliding member and the guide lever can be determined at higher speed.
  • Embodiment 3 FIG.
  • the current control unit 911 is configured to apply the coil current to the coil 82 in accordance with the current pattern in which the discrete value is updated every predetermined time. The case where it does is demonstrated.
  • description of points that are the same as in the first and second embodiments will be omitted, and the description will focus on points that are different from the first and second embodiments.
  • FIG. 12 is a timing chart for explaining the operation of contact determination unit 91 according to Embodiment 3 of the present invention.
  • the horizontal axis represents time
  • the vertical axis represents the coil current flowing through the coil 82.
  • broken line in the figure indicates a pattern of the coil current applied to the coil 82 by the current control unit 911, the horizontal line in the figure shows the contact current I c.
  • Current control unit 911 applies a coil current to coil 82 in accordance with a current pattern different from that of the first embodiment.
  • the current control unit 911 applies a certain coil current to the coil 82 for a certain period of time in one cycle, with a state where the coil current exceeds the suction start current I 0 as an initial state.
  • the drive command unit 912 When the current control unit 911 applies a coil current to the coil 82 according to the current pattern, the drive command unit 912 generates a vibration in the car frame 2 by giving a drive command to the vibration generation unit 12 at the start time of each cycle.
  • the acceleration sensor 10 detects a vibration signal of the car frame 2 for a certain period from the time when the drive command unit 912 starts to generate vibration in the car frame 2 by giving a drive command to the vibration generating unit 12.
  • the contact determination processing unit 913 calculates the first peak ⁇ of the vibration spectrum from the frequency component of the vibration signal detected by the acceleration sensor 10, and the contact between the friction sliding member 88 and the guide lever 52 based on the calculation result. The presence or absence of is determined.
  • the current control unit 911 determines that the contact determination processing unit 913 determines “contact” in the current cycle, and if the determination result is the same as the previous previous cycle, the coil in the current cycle relative to the previous cycle
  • the coil current obtained by reducing the coil current in the current cycle by the same amount as the amount of change in current is defined as the coil current in the next cycle.
  • the current control unit 911 determines that the contact determination processing unit 913 determines “non-contact” in the current cycle, and if the determination result is the same as the previous previous cycle, the current cycle with respect to the previous cycle.
  • the coil current obtained by increasing the coil current in the current cycle by the same amount as the amount of change in the coil current in is used as the coil current in the next cycle.
  • the contact current I c is the difference between the coil current in the current cycle and the coil current in the previous cycle. between.
  • the current control unit 911 determines “contact” by the contact determination processing unit 913 in the current cycle, and when the determination result is different from the previous cycle, the coil current in the current cycle and the previous cycle
  • the coil current obtained by reducing the coil current in the current cycle by a value obtained by equally dividing the current difference with the coil current by a certain number is defined as the coil current in the next cycle.
  • the current control unit 911 uses the coil current in the current cycle and the previous cycle.
  • the coil current obtained by increasing the coil current in this cycle by a value obtained by equally dividing the current difference from the coil current by a certain number is defined as the coil current in the next cycle.
  • the current control unit 911 determines the first determination result and the first determination result. According to the determination result of 2, the coil current obtained by changing the coil current in the current cycle by the same amount as the change in the coil current in the current cycle relative to the previous cycle is used as the coil current in the next cycle. .
  • the current control unit 911 determines the coil current in the current cycle and the coil in the previous cycle according to the first determination result and the second determination result.
  • the coil current obtained by changing the coil current in the current cycle by a value obtained by equally dividing the current difference from the current by a certain number is defined as the coil current in the next cycle.
  • the current control unit 911 performs an operation of applying the coil current to the coil 82 and the contact determination processing unit 913 performs a contact determination a plurality of times. converge to c .
  • the contact determination processing unit 913 calculates the average of the coil current I l in the last cycle and the coil current I h in the previous cycle when the last cycle ends. The value is detected as a contact current estimated value I c ′.
  • the contact determination processing unit 913 when the amount of increase or decrease of the coil current is within a certain range and the results of the contact determination in the current cycle and the previous cycle are different, in the current cycle An average value of the coil current I l and the coil current I h in the previous cycle may be detected as the contact current estimated value I c ′.
  • the contact determination unit 91 can obtain the estimated contact current value I c ′ as the estimated value of the contact current I c at the time of no-load contact by a method different from that of the first embodiment.
  • the contact determination processing unit 913 determines the presence / absence of contact between the friction sliding member 88 and the guide lever 52 from the vibration spectrum
  • the current pattern in the first embodiment that is, the coil current is continuously updated.
  • the contact current estimated value I c ′ can be detected at a higher speed than the current pattern that keeps the coil current constant.
  • the vibration spectrum is calculated by the signal vibration waveform for a certain time. Therefore, when the current pattern in the first embodiment is used, when the frictional sliding member 88 and the guide lever 52 come into contact in the middle of signal acquisition, the contact is made regardless of the contact state at the end of the cycle.
  • the determination processing unit 913 may determine “non-contact”.
  • the coil current applied to the coil 82 is kept constant while the vibration signal is detected by the acceleration sensor 10. Therefore, in the friction sliding member 88 and the guide lever 52, the contact state and the non-contact state are not switched, and the detection accuracy of the contact current estimated value I c ′ is compared with the current pattern in the first embodiment. Will improve.
  • the current control unit applies the coil current to the coil according to the current pattern in which the discrete value is updated every predetermined time. Composed. Thereby, although the contact determination speed is inferior to that of the first and second embodiments, detection omission due to contact in the middle of contact determination is prevented, so contact determination accuracy is improved.
  • Embodiment 4 FIG.
  • the time until the vibration generated by the vibration generating unit 12 in the car frame 2 is attenuated, and the friction sliding member 88 and A case where the contact determination processing unit 913 is configured to determine whether or not there is contact with the guide lever 52 will be described.
  • description of points that are the same as in the first to third embodiments will be omitted, and differences from the first to third embodiments will be mainly described.
  • the vibration generating unit 12 in the fourth embodiment generates vibration in the car frame 2 by opening and closing the car door 13 attached to the car, as in the second embodiment. It is configured as follows. Further, as an example, the current control unit 911 in the fourth embodiment applies a coil current to the coil 82 in accordance with a current pattern in which discrete values are updated at regular intervals, as in the third embodiment. It is composed.
  • FIG. 13 is an explanatory diagram for explaining a contact determination method performed by the contact determination processing unit 913 according to Embodiment 4 of the present invention.
  • FIG. 13 shows a timing chart showing the operation of the contact determination unit 91.
  • the horizontal axis indicates time
  • the vertical axis indicates the horizontal direction acceleration signal of the car frame 2 detected by the acceleration sensor 10.
  • a broken line in the figure indicates an acceleration signal when the frictional sliding member 88 and the guide lever 52 are not in contact with each other
  • a solid line in the figure indicates that the frictional sliding member 88 and the guide lever 52 are in contact with each other.
  • the acceleration signal in the case of
  • the vibration generating unit 12 generates vibration in the car frame 2 in accordance with the drive command from the drive command unit 912 for a time shorter than the time for the acceleration sensor 10 to detect the acceleration signal.
  • the vibration of the car frame 2 is attenuated over a long time after the vibration generating unit 12 generates the vibration in the car frame 2.
  • the contact determination processing unit 913 uses an acceleration threshold a in which the absolute value of the acceleration signal detected by the acceleration sensor 10 is set in advance with reference to the time t shake when the vibration generating unit 12 generates vibration in the car frame 2. The last time t that last exceeded t is detected.
  • the contact determination processing unit 913 performs contact determination by comparing a preset threshold value t t with the detected final time t. Specifically, the contact determination unit 913 determines that if the t> t t is a frictional sliding member 88 and the guide lever 52 is in non-contact state. On the other hand, the contact determination unit 913, if the t ⁇ t t determines that they are in contact state.
  • the spring constant and the damping coefficient of each of the first anti-vibration rubber 3 and the second anti-vibration rubber 4 change depending on temporal and environmental factors such as fatigue deterioration and oxidation deterioration, no load contact occurs.
  • the time detection time also varies.
  • the respective damping coefficients of the first vibration isolating rubber 3 and the second anti-vibration rubber 4 are strongly affected by fatigue deterioration, so that the respective damping coefficients become smaller with time.
  • the respective damping coefficients of the first anti-vibration rubber 3 and the second anti-vibration rubber 4 are strongly affected by the oxidative degradation, so that the respective attenuation coefficients increase with time. That is, when the temperature in the hoistway is low, the final times t touch and t untouch become longer, and when the temperature in the hoistway is high, the final times t touch and t untouch become shorter.
  • the contact determination processing unit 913 has a table of final times t touch and t untouch that are assumed in advance in association with the temperature in the hoistway and the elapsed period since the car was installed.
  • the contact determination processing unit 913 selects and determines the final times t touch and t untouch corresponding to the estimated temperature value in the hoistway and the elapsed time since the car was installed from the table.
  • the contact determination processing unit 913 sets the threshold value t t so that t touch ⁇ t t ⁇ t untouch using the final times t touch and t untouch determined as described above.
  • the contact determination unit 91 determines the threshold value for determining whether or not the friction sliding member 88 and the guide lever 52 are in contact with each other according to the temperature in the hoistway and the elapsed period after the car is installed. decide.
  • the contact determination unit calculates the attenuation time until the vibration signal detected by the acceleration sensor is attenuated, and calculates the calculated attenuation. The presence or absence of contact between the friction sliding member and the guide lever is determined from the time.
  • the contact determination when the contact determination is performed, the time until the vibration generated by the vibration generating unit in the car frame is attenuated is used. Therefore, the frequency spectrum of the vibration signal is used. There is no need to calculate Therefore, the calculation amount required for contact determination can be reduced, which is advantageous for product mounting.
  • the contact determination processing unit 913 can be configured to perform the contact determination by the same method as described above.
  • Embodiment 5 FIG.
  • the abnormality detection unit 93 is configured to detect an abnormal state using the estimated magnetic gap value x c ′ at the time of no-load contact. The case where it does is demonstrated.
  • description of points that are the same as in the first to fourth embodiments will be omitted, and differences from the first to fourth embodiments will be mainly described.
  • FIG. 14 is an explanatory diagram for comparing the estimated magnetic gap value x g ′ at the time of pressing and the estimated magnetic gap value x c ′ at the time of no-load contact in the fifth embodiment of the present invention.
  • FIG. 14 how the estimated magnetic gap value x g ′ during pressing and the spring biasing force F s applied to the movable core 84 is changed by changing the estimated magnetic gap value x c ′ during no-load contact. It shows how it changes.
  • the horizontal axis represents the magnetic gap ⁇
  • the vertical axis represents the magnitude of the force applied to the movable iron core 84.
  • the broken line in the figure shows the electromagnetic attracting force F at the time of pressing as calculated by the electromagnetic force estimating section 921, the spring force F s during pressing solid line in the figure is calculated by spring force estimating section 922 It is shown along with the urging force of the spring F s of the suction at the start. Further, the same numerals are assigned to the corresponding x c ′ and x g ′ in the figure.
  • the electromagnetic attractive force F is inversely proportional to the magnetic gap
  • the electromagnetic attractive force F at the time of pressing decreases monotonously as the magnetic gap ⁇ increases.
  • the spring biasing force F s during pressing applied to the movable iron core 84 also monotonously decreases as the magnetic gap ⁇ increases. Therefore, the magnitude relationship between the magnetic gap estimate x 'g1 ⁇ x' g3 during pressing, and the magnitude relationship between the magnetic gap estimate x 'c1 ⁇ x' c3 at no load contact corresponds .
  • the abnormality detection unit 93 detects an abnormal state using the magnetic gap estimated value x c ′ at the time of no-load contact instead of the magnetic gap estimated value x g ′ at the time of pressing.
  • the threshold value x tc for determining whether or not the magnetic gap amount at the time of no-load contact is abnormal so as to correspond to the threshold value x t for determining whether or not the magnetic gap amount at the time of pressing is abnormal.
  • the abnormality detection unit 93 compares the estimated magnetic gap value x c ′ at the time of no-load contact estimated by the magnetic gap estimation unit 92 with the threshold value x tc .
  • the abnormality detector 93 determines the magnetic gap at the time of no-load contact. The amount is determined to be normal.
  • the abnormality detection unit 93 performs magnetism at the time of no-load contact. It is determined that the gap amount is abnormal. In this case, the abnormality detection unit 93 detects an abnormal state.
  • the abnormality detection unit 93 uses the magnetic gap estimated value at the time of no-load contact instead of the magnetic gap estimated value at the time of pressing. Configured to detect an abnormal condition. Also, the suction start current at the start of suction flowing in the coil, the magnetic gap when no coil current flows in the coil, and the estimated contact current estimated value are input, and the friction sliding member and the guide lever As an estimated magnetic gap value at the time of contact, an estimated magnetic gap value at the time of no-load contact is calculated.
  • an abnormal state can be detected without calculating the electromagnetic attraction force during pressing and the spring biasing force during pressing, and without detecting the coil current during pressing.
  • the time required to detect the abnormal state can be shortened.
  • Embodiment 6 In the sixth embodiment of the present invention, abnormal information indicating that the elevator vibration reducing device is in an abnormal state when the abnormality detection unit 93 detects an abnormal state in each of the configurations in the first to fifth embodiments. A case will be described in which the controller 9 is further provided with an abnormality notification unit 94 for transmitting the information to the outside. In the sixth embodiment, description of points that are the same as in the first to fifth embodiments will be omitted, and differences from the first to fifth embodiments will be mainly described.
  • FIG. 15 is a block diagram showing the configuration of the controller 9 according to the sixth embodiment of the present invention.
  • the controller 9 further includes an abnormality notification unit 94 in addition to the contact determination unit 91, the magnetic gap estimation unit 92, and the abnormality detection unit 93.
  • the abnormality notification unit 94 transmits abnormality information indicating that the elevator vibration reduction device is in an abnormal state to a display device 95 provided outside the controller 9.
  • the display device 95 displays the abnormality information received from the abnormality notification unit 94.
  • the above abnormal information includes, for example, information on the installation position of the elevator vibration reduction device in which the abnormal state is detected, information on the car in which the elevator vibration reduction device in which the abnormal state is detected, and the abnormal state is detected. Information on the building where the elevator vibration reduction device is installed.
  • the transmission destination of the abnormality information from the abnormality reporting unit 94 is not limited to the display device 95 outside the controller 9, and is, for example, any one of an elevator control panel, a building management center, a maintenance company, and a maintenance terminal. May be sent to. Further, wireless communication, wired communication, Internet line, telephone communication, etc. can be used as means for transmitting the abnormality information.
  • a controller is configured by further including an abnormality notification unit with respect to each configuration of the first to fifth embodiments.
  • Embodiments 1 to 6 have been described individually, the configuration examples disclosed in Embodiments 1 to 6 can be arbitrarily combined.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
PCT/JP2016/073581 2015-08-27 2016-08-10 エレベータ振動低減装置の異常検出装置、エレベータおよびエレベータ振動低減装置の異常検出方法 WO2017033751A1 (ja)

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