WO2017098545A1 - Ascenseur et procédé de fonctionnement d'ascenseur - Google Patents

Ascenseur et procédé de fonctionnement d'ascenseur Download PDF

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Publication number
WO2017098545A1
WO2017098545A1 PCT/JP2015/082865 JP2015082865W WO2017098545A1 WO 2017098545 A1 WO2017098545 A1 WO 2017098545A1 JP 2015082865 W JP2015082865 W JP 2015082865W WO 2017098545 A1 WO2017098545 A1 WO 2017098545A1
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WIPO (PCT)
Prior art keywords
car
fulcrums
counterweight
interference
hoistway
Prior art date
Application number
PCT/JP2015/082865
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English (en)
Japanese (ja)
Inventor
篤史 柳田
政之 垣尾
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2015/082865 priority Critical patent/WO2017098545A1/fr
Priority to CN201580084473.7A priority patent/CN108349693B/zh
Priority to JP2017554668A priority patent/JP6494793B2/ja
Publication of WO2017098545A1 publication Critical patent/WO2017098545A1/fr

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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
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions

Definitions

  • the present invention relates to an elevator in which a long object such as a rope or a cable moves in accordance with the movement of a car, and an operation method of the elevator.
  • the present invention has been made to solve the above-described problems, and provides an elevator that can make it difficult for long objects to interfere with a car when a building shakes, and an elevator operation method.
  • the purpose is to obtain.
  • the elevator according to the present invention includes a car that can move up and down in the hoistway, a car position detecting device that detects the position of the car, a long object that moves in accordance with the movement of the car in the hoistway, and the movement of the car.
  • the long object has an inter-fulcrum part that reaches from one of two fulcrum points away from each other, and the central part in the length direction of the inter-fulcrum part has a large amplitude prediction.
  • the position of the car when the position of the car and the position of the large amplitude prediction part are at the same height is the interference prediction position, and the control device detects the shaking of the building with a sensor. When this is done, the car is stopped at the avoidance position that is out of the predicted interference position based on the information from the car position detection device.
  • the elevator operation method is a method of operating an elevator in which a long object having a portion between fulcrums reaching one from two fulcrums separated from each other moves in accordance with the movement of the car.
  • the center part in the length direction of the part between the fulcrums is the large amplitude prediction part, and the position of the car when the position of the car and the position of the large amplitude prediction part are at the same height is set as the interference prediction position.
  • the control device stops the car at the avoidance position that deviates from the predicted interference position based on the information from the car position detection device that detects the car position.
  • the car when the building shakes, the car is stopped at the avoidance position deviated from the interference prediction position, so that the long object is less likely to interfere with the car. it can.
  • FIG. 1 is a block diagram showing an elevator according to Embodiment 1 of the present invention.
  • a car 2 and a counterweight 3 are provided in the hoistway 1.
  • the car 2 can move up and down in the hoistway 1 while being guided by a pair of car guide rails (not shown) installed in the hoistway 1.
  • the counterweight 3 is movable in the vertical direction while being guided by a pair of counterweight guide rails (not shown) installed in the hoistway 1.
  • the moving path of the car 2 and the moving path of the counterweight 3 are adjacent to each other in the horizontal direction.
  • a hoisting machine 4 that generates a driving force for moving the car 2 and the counterweight 3 is installed at the upper part of the hoistway 1.
  • the hoisting machine 4 has a driving sheave 5.
  • the driving sheave 5 is rotated by the driving force of the hoisting machine 4.
  • a suspension body 6, which is a long object for suspending the car 2 and the counterweight 3, is wound around the driving sheave 5.
  • a rope or a belt is used as the suspension body 6.
  • one end of the suspension body 6 is connected to the upper portion of the car 2, and the other end portion of the suspension body 6 is connected to the upper portion of the counterweight 3. That is, in this example, the hanging method of the car 2 and the counterweight 3 is a 1: 1 roping method.
  • the suspension body 6 is stretched between each of the car 2 and the counterweight 3 and the drive sheave 5.
  • the driving sheave 5 rotates, the car 2 moves up and down in the hoistway 1, and the counterweight 3 moves in a direction opposite to the moving direction of the car 2 according to the movement of the car 2.
  • the suspension body 6 moves according to the movement of the car 2 and the counterweight 3.
  • the suspension body 6 includes a fulcrum portion 6 a between the cab 2 and the driving sheave 5, and a fulcrum 6 on the counterweight 3 side that exists between the counterweight 3 and the driving sheave 5. And an interstitial region 6b.
  • the fulcrum portion 6 a on the car 2 side reaches from one of two fulcrums located on the car 2 and the driving sheave 5 to the other.
  • the fulcrum portion 6b on the counterweight 3 side reaches from one of two fulcrums located on the counterweight 3 and the drive sheave 5 to the other.
  • the length of each fulcrum part 6a, 6b changes according to the movement of the car 2 and the counterweight 3.
  • a balance rope 7 which is a long object that compensates for the balance of balance between the car 2 side and the counterweight 3 side, is suspended.
  • One end of the balancing rope 7 is connected to the lower part of the car 2, and the other end of the balancing rope 7 is connected to the lower part of the counterweight 3.
  • a balancing rope tensioning wheel 8 is provided at the lower part of the hoistway 1.
  • a balancing rope 7 is wound around the balancing rope tensioning vehicle 8.
  • the balancing rope 7 is stretched between each of the car 2 and the balancing weight 3 and the balancing rope tensioning vehicle 8.
  • the balancing rope 7 moves in accordance with the movement of the car 2 and the balancing weight 3.
  • the balancing rope 7 is a balance between the fulcrum part 7a on the side of the car 2 that exists between the car 2 and the balancing rope tensioning car 8, and between the counterweight 3 and the balancing rope tensioning car 8. And a portion 7b between fulcrums on the weight 3 side.
  • the fulcrum part 7a on the car 2 side reaches from one of two fulcrum points located on the car 2 and the balancing rope tensioning wheel 8 to the other.
  • the portion 7b between the fulcrums on the counterweight 3 side reaches from one of two fulcrums located on the counterweight 3 and the balance rope tension wheel 8 to each other.
  • the length of each fulcrum part 7a, 7b changes according to the movement of the car 2 and the counterweight 3.
  • An emergency stop device 9 is provided at the bottom of the car 2.
  • the emergency stop device 9 is provided with an operating lever. When the operation lever is operated, the emergency stop device 9 grips the car guide rail and applies a braking force to the car 2.
  • a governor 10 is provided at the upper part of the hoistway 1, and a governor tensioner 11 is provided at the lower part of the hoistway 1.
  • the governor 10 includes a governor sheave 12.
  • a governor rope 13, which is a long object, is wound around the governor sheave 12 and the governor tension wheel 11.
  • One end and the other end of the governor rope 13 are connected to an operating lever of the safety device 9.
  • the governor rope 13 is stretched in a loop between the governor sheave 12 and the governor tension wheel 11.
  • the governor rope 13 moves according to the movement of the car 2 while rotating the governor sheave 12 and the governor tension wheel 11.
  • the speed governor 10 grips the speed governor rope 13. Thereby, the car 2 is displaced with respect to the governor rope 13 and the operating lever of the safety device 9 is operated. Thereby, a braking force is applied to the car 2.
  • the governor rope 13 is located between the upper fulcrum part 13 a existing between the car 2 and the governor sheave 12, and the lower fulcrum existing between the car 2 and the governor tensioner 11. It has the site
  • the upper fulcrum portion 13a reaches from one of two fulcrums located on the car 2 and the governor sheave 12 to the other.
  • the lower fulcrum portion 13b reaches from one of two fulcrums located on the car 2 and the governor tensioner 11 to the other.
  • the portions 13c between the upper and lower fulcrums reach from one of two fulcrums located on the governor sheave 12 and the governor tension wheel 11 to the other.
  • the lengths of the portions 13a and 13b between the fulcrums change according to the movement of the car 2 and the counterweight 3.
  • the length of the part 13c between fulcrums does not change even if the car 2 and the counterweight 3 move.
  • the governor sheave 12 and the governor tension wheel 11 rotate according to the movement of the car 2.
  • the speed governor sheave 12 is provided with a speed governor encoder 14 that is a car position detecting device that generates a signal corresponding to the rotation of the speed governor sheave 12.
  • the governor encoder 14 detects the position and speed of the car 2 by generating a signal corresponding to the rotation of the governor sheave 12.
  • a control device (not shown) for controlling the operation of the elevator is installed in the hoistway 1. Information from the governor encoder 14 is sent to the control device.
  • a repeater 15 is fixed to the middle part of the hoistway 1 in the vertical direction.
  • a control cable 16 that is a long object is connected between the repeater 15 and the car 2. The control cable 16 moves in the hoistway 1 according to the movement of the car 2.
  • the control cable 16 has a drooping portion that hangs only by its own weight between the car 2 and the relay 15 as a fulcrum portion 16a.
  • the inter-fulcrum portion 16a reaches from one of two fulcrums located in each of the car 2 and the relay 15 to the other. The length of the inter-fulcrum portion 16a does not change even when the car 2 moves.
  • Control cable 16 Between the car control panel provided in the car 2 and the control device.
  • the control device controls the operation of the elevator based on information from the car control panel and the governor encoder 14.
  • hoistway 1 although not shown, for example, landing sensors on each floor, landing door devices on each floor, car guide rails, brackets that support the counterweight guide rails, and the like are installed as a plurality of hoistway devices. ing.
  • the long objects such as the suspension body 6, the balancing rope 7, the governor rope 13 and the control cable 16 are shaken in the horizontal direction along with the shaking of the building.
  • the vibration antinodes of the inter-fulcrum sites 6a, 6b, 7a, 7b, 13a, 13b, 13c, 16a (hereinafter referred to as “the inter-fulcrum sites 6a to 16a”) It is predicted that the amount of displacement of each long object in the horizontal direction will increase at the position.
  • the position of the antinode of the vibration in the primary mode of the inter-fulcrum site is the central portion in the length direction of the inter-fulcrum site. Accordingly, the central portion in the length direction of each inter-fulcrum portion 6a to 16a is a large amplitude predicting portion where the amplitude in the horizontal direction is predicted to increase.
  • the part 16a between the fulcrums of the control cable 16 is a hanging part that hangs down only by its own weight between the car 2 and the relay 15, when the control cable 16 swings, It is predicted that not only the amount of displacement in the central portion in the horizontal direction but also the amount of displacement in the horizontal direction of the lower end of the inter-fulcrum portion 16a is increased. Therefore, in the control cable 16, the central part in the length direction of the inter-fulcrum part 16a and the lower end part of the inter-fulcrum part 16a are large amplitude predicting parts.
  • the positions of the large-amplitude predictors of the inter-fulcrum sites 6a, 6b, 7a, 7b, 13a, 13b, 16a are the car 2 and the balance. It moves up and down according to the movement of the weight 3. On the other hand, the position of the large amplitude prediction portion of the inter-fulcrum portion 13c does not move even when the car 2 and the counterweight 3 move.
  • the position of the car 2 when it is at the same height as the position of the large amplitude prediction portion of each of the inter-fulcrum parts 6a to 16a is an interference predicted position where each long object and the car 2 are likely to interfere with each other. ing.
  • the position of the car 2 when the position of the large-amplitude prediction unit and the position of the counterweight 3 are at the same height in each inter-fulcrum portion 6a to 16a is the same as that of each long object and the counterweight 3 Is an interference prediction position where there is a high possibility of interference.
  • the position of the car 2 when the position of the large amplitude prediction unit and the position of the equipment in the hoistway are at the same height in each inter-fulcrum part 6a to 16a is that the long objects and the equipment in the hoistway interfere with each other. It is an interference prediction position that is highly likely to occur.
  • This position is an interference prediction position where there is a high possibility that the portions between one and the other fulcrum will interfere with each other.
  • FIG. 2 is a schematic diagram showing a state in which the suspension body 6 and the balancing rope 7 are swaying when the car 2 is at an interference predicted position determined by the relationship between the fulcrum portion 6b of the suspension body 6 in FIG. It is.
  • FIG. 3 shows a state in which the suspension body 6 and the balancing rope 7 are swaying when the car 2 is at the interference prediction position determined by the relationship between the fulcrum portion 7b of the balancing rope 7 of FIG. It is a schematic diagram shown.
  • the vibration antinodes of the inter-fulcrum part 6b are likely to interfere with the car 2, as shown in FIG.
  • the vibration antinode of the inter-fulcrum part 7b easily interferes with the car 2, as shown in FIG.
  • the control device includes a relationship between the car 2 and each fulcrum part 6a to 16a, a relationship between the counterweight 3 and each fulcrum part 6a to 16a, each fulcrum part excluding the fulcrum part 13c and the equipment in the hoistway. And a plurality of predicted interference positions determined by each of the relations between one of the fulcrum sites 6a to 16a and the other are preset as table information.
  • the predicted interference positions are the lengths of the long objects 6, 7, 13, 16, the driving sheave 5, the balancing rope tension wheel 8, the governor sheave 12, the governor tension wheel 11, and the relay 15 Is calculated in advance at the design stage of the elevator from the relationship between the positions of the car 2 and the positions of the car 2 and the counterweight 3.
  • the building where the elevator is installed may shake, for example, due to strong winds or earthquakes.
  • the building is provided with a sensor (not shown) that detects the shaking of the building when the shaking of the building becomes larger than a set value. Information from the sensor is sent to the controller.
  • the control device stops the car 2 at the avoidance position deviated from each interference prediction position based on the information from the governor encoder 14.
  • control device calculates the position, speed, and moving direction of the car 2 based on the information from the governor encoder 14 when the shaking of the building is detected by the sensor, and the calculated position of the car 2 Then, the car 2 is stopped at the avoidance position deviated from each interference prediction position based on the speed and moving direction and each interference prediction position preset as table information.
  • the control device calculates the position, speed, and moving direction of the car 2 based on information from the governor encoder 14, and determines whether the car 2 is stopped. Determine.
  • the control device may determine whether or not the car 2 is stopped using a command speed for controlling the speed of the car 2.
  • the control device compares the stop position of the car 2 with each interference predicted position, and whether the car 2 is stopped at any one of the predicted interference positions. Determine whether.
  • the control device maintains the state where the car 2 is stopped without moving the car 2.
  • the control device moves the car 2 and stops the car 2 at an avoidance position that is out of the predicted interference position.
  • control device determines that the car 2 is moving when the shaking of the building is detected by the sensor, the position, speed, and movement of the car 2 calculated from the information from the governor encoder 14. Based on the direction and each predicted interference position set as table information, it is determined whether or not the car 2 can be stopped from the current position of the car 2 to the nearest predicted interference position. At this time, the control device calculates the stop position of the car 2 by calculating a delay time from when the braking command is given to the car 2 to when it is actually stopped based on the calculated speed of the car 2.
  • the control device When the car 2 can be stopped before the nearest predicted interference position, the control device immediately stops the car 2 at the avoidance position located before the nearest predicted interference position. On the other hand, when the car 2 cannot be stopped by the closest predicted interference position, the control device 2 determines the interference predicted position closest to the current position of the car 2 and the current position of the car 2 from the current position. The car 2 is stopped at the avoidance position, with the intermediate position between the interference prediction position closest to the second position as the avoidance position. In this way, by stopping the car 2 at the avoidance position deviated from each interference prediction position, each of the car 2, the counterweight 3 and the equipment in the hoistway and each of the long objects 6, 7, 13, 16 Interference is less likely to occur, and interference between the long objects 6, 7, 13, 16 is less likely to occur.
  • the central portion in the length direction of each inter-fulcrum portion 6a to 16a of each of the long objects 6, 7, 13, 16 that moves according to the movement of the car 2 is a large amplitude predicting unit.
  • the position of the car 2 when the position of the car 2 and the position of the large amplitude predicting unit are at the same height is the interference predicting position, and the control device detects the shaking of the building by the sensor.
  • the car 2 is stopped at the avoidance position deviated from the predicted interference position based on the information from the governor encoder 14, the horizontal direction of each of the long objects 6, 7, 13, 16 when the building is shaken The car 2 can be stopped while avoiding the position where the amount of displacement to becomes large.
  • the long objects 6, 7, 13, 16 can be prevented from interfering with the car 2, and the long objects 6, 7, 13, 16, and the car 2 The occurrence of each damage can be suppressed.
  • control cable 16 that is a long object has a hanging portion that hangs down between two fulcrums as a fulcrum portion 16a, not only the central portion in the length direction of the fulcrum portion 16a of the control cable 16, Since the lower end portion of the inter-fulcrum portion 16a of the control cable 16 is also a large amplitude predicting portion, it is possible to more reliably prevent the control cable 16 from interfering with the car 2 when the building shakes.
  • the position of the car 2 when the position of the counterweight 3 and the position of the large amplitude predicting portion of each of the long objects 6, 7, 13, 16 are at the same height is the interference predicted position.
  • the long objects 6, 7, 13, 16 can be prevented from interfering with not only the car 2 but also the counterweight 3.
  • the position of the car 2 when the position of the equipment in the hoistway and the position of the large amplitude prediction unit of each of the long objects 6, 7, 13, 16 are at the same height is the interference prediction position.
  • the long objects 6, 7, 13, 16 can be made difficult to interfere with not only the car 2 but also the equipment in the hoistway.
  • inter-fulcrum sites 6a to 16a there are a plurality of inter-fulcrum sites 6a to 16a in the hoistway 1, and the position of the large amplitude predicting unit at one inter-fulcrum site and the position of the large amplitude predicting unit at the other inter-fulcrum site Since the position of the car 2 when they are at the same height is the interference prediction position, the long objects 6, 7, 13, 16 can be made difficult to interfere with each other.
  • the position of the car 2 when the position of the large amplitude predicting portion of each of the long objects 6, 7, 13, 16 and the position of the car 2 are at the same height is predicted to interfere.
  • the car 2 is stopped at the avoidance position outside the predicted position of interference when the shake of the building is detected by the sensor. Therefore, when the building is shaken, the long objects 6, 7, 13, 16 The car 2 can be stopped avoiding the position where the amount of displacement in the horizontal direction becomes large. Accordingly, when the building shakes, the long objects 6, 7, 13, 16 can be prevented from interfering with the car 2, and the long objects 6, 7, 13, 16, and the car 2 The occurrence of each damage can be suppressed. Further, it is possible to prevent the long objects 6, 7, 13, and 16 from being caught by the car 2, and the return operation after the shaking of the building is eliminated can be facilitated in a short time.
  • Embodiment 2 when the movement of the car 2 is detected by the sensor, the car 2 is not stopped at the nearest floor, but the car 2 is temporarily stopped at the nearest floor. Thereafter, the car 2 may be stopped at the avoidance position.
  • the control device calculates the position, speed and moving direction of the car 2 based on the information from the governor encoder 14, and whether the car 2 is stopped. Determine whether or not. Thereafter, when it is determined that the car 2 is moving, the control device temporarily stops the car 2 to the nearest floor and brings the car 2 into the door open state. Thereby, passengers in the car 2 can get off at the landing on the nearest floor. Thereafter, the control device places the car 2 in the door-closed state, then moves the car 2 and stops the car 2 at the avoidance position. Other configurations and operations are the same as those in the first embodiment.
  • the control device stops the car 2 at the nearest floor and then stops the car 2 at the avoidance position.
  • the passengers can be evacuated from the car 2 to the nearest floor, and the passengers can be prevented from being trapped in the car 2.
  • the control device moves the car 2 to the avoidance position regardless of the presence or absence of passengers in the car 2 after stopping the car 2 at the nearest floor.
  • a passenger detection device for detecting whether or not a passenger is in the vehicle is provided, and the control device confirms that the passenger has got off the car 2 from the car 2 based on information from the passenger detection device. You may make it move to an avoidance position.
  • the passenger detection device for example, a camera for photographing the inside of the car 2 or a scale device for measuring a load in the car 2 is used.
  • Embodiment 3 when the shaking of the building is detected by the sensor, the control device temporarily stops the car 2 at the nearest floor regardless of whether a passenger is in the car 2 or not.
  • the control device may stop the car 2 at the nearest floor only when a passenger is in the car 2 when the shaking is detected by the sensor.
  • a passenger detection device that detects whether or not a passenger is in the car 2 is provided.
  • the passenger detection device for example, a camera for photographing the inside of the car 2, a scale device for measuring the load in the car 2, a car control panel provided with a plurality of destination floor buttons, and the like are used. In the car control panel, whether or not a passenger is in the car 2 is detected based on whether or not the destination floor is registered by operating the destination floor button. Information from the passenger detection device is sent to the control device.
  • the control device determines the car based on the information from the passenger detection device. It is determined whether or not 2 is stopped at the nearest floor. That is, when the swing of the building is detected by the sensor during the movement of the car 2, if the passenger is in the car 2, the control device stops the car 2 at the nearest floor and the passenger stops the car 2. If it is not inside, the car 2 is stopped at the avoidance position regardless of the position of the nearest floor.
  • the control device stops the car 2 at the nearest floor, opens the car 2 and opens the passenger from the car 2 to the nearest floor, The car 2 is moved, and the car 2 is stopped at the avoidance position.
  • the control device maintains the stopped state of the car 2 without moving the car 2.
  • Other configurations are the same as those of the second embodiment.
  • the control device avoids the car 2 after stopping the car 2 on the nearest floor.
  • the control device stops the car 2 at the avoidance position regardless of the position of the nearest floor, so that when the building shakes, the car 2
  • Each long object 6, 7, 13, 16 can be made difficult to interfere with the cage
  • Embodiment 4 the priority order of each interference predicted position is not set, but the priority order determined from the viewpoint of the damage level may be set to each interference predicted position.
  • FIG. 4 is a table showing the degree of damage when the elevator car 2, the counterweight 3, the hoistway equipment and the long objects interfere with each other according to the fourth embodiment of the present invention.
  • the car 2, the counterweight 3 or the equipment in the hoistway and the long objects 6, 7, 13, 16 interfere with each other, for example, the long object is caught on a protrusion of a sensor or an electronic component. If the protrusion is damaged or the long object remains caught, the operation of the elevator cannot be continued. Therefore, the damage degree when the car 2, the counterweight 3 or the hoistway device and the long objects 6, 7, 13, 16 interfere with each other is set to a high level display "1". .
  • the damage level when the long objects 6, 7, 13, and 16 interfere with each other is displayed as “2” as a level lower than the display “1”.
  • a display “-” is shown for a relationship in which the possibility of interference with each other is extremely low, or the possibility of damage occurring even if they interfere with each other is extremely low.
  • the damage degree corresponding to each interference predicted position is set in advance in the control device. That is, the priority determined from the viewpoint of the degree of damage is set in the control device corresponding to each predicted interference position.
  • the control device determines an avoidance position for stopping the car 2 based on the priority order corresponding to each interference predicted position. Specifically, when stopping the car 2 at the avoidance position between two adjacent interference prediction positions, the control device determines the avoidance position so as to be far from the interference prediction position with the higher damage level. In other words, in this example, the control device detects from the interference predicted position where the damage degree is “1” rather than the distance from the interference predicted position where the damage degree is “2” when the shaking of the building is detected by the sensor. The avoidance position is determined so that the distance is longer, and the car 2 is stopped at the determined avoidance position. Other configurations are the same as those in the first embodiment.
  • the priority determined from the viewpoint of the damage level is set in the control device corresponding to each predicted position of interference, and the control device detects each interference when the shaking of the building is detected by the sensor. Since the avoidance position for stopping the car 2 is determined based on the priority order corresponding to the predicted position, it is possible to more reliably prevent the elevator from being damaged when the building is shaken.
  • the priority among the predicted interference positions corresponding to the damage level indicated by “1” and the priority order among the predicted interference positions corresponding to the damage level indicated by “2”. Is not set, but the priority order may be set finely among a plurality of predicted interference positions corresponding to the same damage level. Moreover, you may determine the priority of each interference estimated position from other viewpoints (for example, viewpoint of the probability of occurrence of interference, etc.) instead of the damage level.
  • the configuration related to the priority order of each interference predicted position is applied to the first embodiment.
  • the configuration related to the priority order of each interference predicted position may be applied to the second or third embodiment. .
  • FIG. 5 is a block diagram showing an elevator according to Embodiment 5 of the present invention.
  • a first car 21 and a second car 22 are provided as a plurality of (two in this example) car, and a first counterweight 31 and a second counterweight 32 are provided.
  • a plurality of (in this example, two) counterweights are provided.
  • the first car 21 and the second car 22 are movable in a vertical direction on a common path in the hoistway 1 while being guided by a pair of car guide rails (not shown) installed in the hoistway 1.
  • the first car 21 is an upper car
  • the second car 22 is a lower car disposed below the first car 21.
  • the first counterweight 31 is movable in the vertical direction in the hoistway 1 while being guided by a pair of first counterweight guide rails (not shown) installed in the hoistway 1.
  • the second counterweight 32 is movable in the vertical direction in the hoistway 1 while being guided by a pair of second counterweight guide rails (not shown) installed in the hoistway 1.
  • the first counterweight 31 and the second counterweight 32 can move along different paths.
  • a first hoisting machine 41 that generates a driving force for moving the first car 21 and the first counterweight 31, and the second car 22 and the second counterweight.
  • a second hoisting machine 42 that generates a driving force for moving 32, a first deflecting wheel 55, and a second deflecting wheel 56 are installed.
  • the first hoisting machine 41 has a first driving sheave 51.
  • the first driving sheave 51 is rotated by the driving force of the first hoisting machine 41.
  • the first deflecting wheel 55 is arranged away from the first driving sheave 51 in the horizontal direction.
  • the second hoisting machine 42 has a second drive sheave 52.
  • the second driving sheave 52 is rotated by the driving force of the second hoisting machine 42.
  • the second deflecting wheel 56 is disposed away from the second driving sheave 52 in the horizontal direction.
  • a first suspension 61 which is a long object that suspends the first car 21 and the first counterweight 31, is wound around the first driving sheave 51 and the first deflecting wheel 55.
  • the first suspension 61 for example, a rope or a belt is used.
  • one end portion of the first suspension body 61 is connected to the upper portion of the first car 21, and the other end portion of the first suspension body 61 is connected to the upper portion of the first counterweight 31.
  • the hanging method of the first car 21 and the first counterweight 31 is a 1: 1 roping method.
  • the first suspension body 61 is stretched between the first car 21 and the first counterweight 31, and the first drive sheave 51 and the first deflecting wheel 55.
  • the first car 21 moves up and down in the hoistway 1, and the first counterweight 31 moves in accordance with the movement of the first car 21. It moves in the direction opposite to the moving direction of 21.
  • the first suspension body 61 moves in accordance with the movement of the first car 21 and the first counterweight 31.
  • the first suspension 61 includes a fulcrum portion 61 a on the first car 21 side that exists between the first car 21 and the first drive sheave 51, the first counterweight 31, and the first And a fulcrum portion 61b on the first counterweight 31 side that is present between the first and the second counterbalance wheel 55.
  • the portion 61a between fulcrums on the first car 21 side reaches from one of two fulcrums located on the first car 21 and the first drive sheave 51 to the other.
  • the portion 61b between the fulcrums on the first counterweight 31 side reaches from one of two fulcrums located on the first counterweight 31 and the first deflecting wheel 55 to the other.
  • the lengths of the inter-fulcrum portions 61 a and 61 b change according to the movement of the first car 21 and the first counterweight 31.
  • the first balancing rope 71 is suspended away from the second car 22. One end portion of the first counter rope 71 is connected to the lower portion of the first car 21, and the other end portion of the first counter rope 71 is connected to the lower portion of the first counterweight 31.
  • a plurality of first balancing rope tensioning wheels 81 are provided at the lower part of the hoistway 1.
  • a first balancing rope 71 is wound around each first balancing rope tension wheel 81.
  • Each first balancing rope 71 is stretched between each of the first car 21 and the first balancing weight 31 and the first balancing rope tensioning wheel 81.
  • Each first balancing rope 71 moves in accordance with the movement of the first car 21 and the first counterweight 31.
  • Each first balancing rope 71 includes a first counterweight portion 71a on the first car 21 side that exists between the first car 21 and the first balancing rope tensioner 81, and a first counterweight. 31 and a first counterweight 31 side fulcrum portion 71b on the first counterweight 31 side.
  • the portion 71a between fulcrums on the first car 21 side reaches from one of two fulcrums located in the first car 21 and the first balancing rope tensioning wheel 81 to the other.
  • the portion 71b between the fulcrums on the first counterweight 31 side reaches from one of two fulcrums located on the first counterweight 31 and the first counterbalance rope 81 to the other. Yes.
  • the lengths of the portions 71a and 71b between the fulcrums vary according to the movement of the first car 21 and the first counterweight 31.
  • a second suspension body 62 which is a long object for suspending the second car 22 and the second counterweight 32, is wound around the second driving sheave 52 and the second deflecting wheel 56.
  • a rope or a belt is used as the second suspension body 62.
  • a pair of car suspension wheels 23 are provided below the second car 22.
  • a counterweight suspension wheel 33 is provided.
  • a first rope stop 63 and a second rope stop 64 are installed.
  • One end of the second suspension body 62 is connected to the first rope stop 63 and the other end of the second suspension 62 is connected to the second rope stop 64.
  • the second suspension body 62 is a balance weight of the pair of car suspension wheels 23, the second drive sheave 52, the second deflecting wheel 56, and the second counterweight 32 from the first rope stop 63.
  • the suspension wheel 33 is wound around in order and reaches the second rope stop 64.
  • the suspension method of the second car 22 and the second counterweight 32 is a 2: 1 roping method.
  • the second suspension body 62 is provided between the first cage stopper 63 and the second drive sheave 52 and the second car 22 and between the second rope stopper 64 and the second deflector wheel 56. And a second counterweight 32.
  • the second drive sheave 52 rotates, the second car 22 moves up and down in the hoistway 1, and the second counterweight 32 moves in accordance with the movement of the second car 22. It moves in the direction opposite to the moving direction of 22.
  • the second suspension body 62 moves in accordance with the movement of the second car 22 and the second counterweight 32.
  • the second suspension body 62 includes a fulcrum portion 62 a on the second car 22 side that exists between the car suspension wheel 23 of the second car 22 and the second drive sheave 52, and the second car 22.
  • the portion 62a between fulcrums on the second car 22 side reaches from one of two fulcrums located on the car suspension wheel 23 and the second drive sheave 52 to the other.
  • the inter-fulcrum part 62b on the first leash stop 63 side reaches from one of two fulcrums located on the car suspension wheel 23 and the first leash 63 to the other.
  • the portion 62c between fulcrums on the second counterweight 32 side reaches from one of two fulcrums located on the counterweight suspension wheel 33 and the second deflector wheel 56 to the other.
  • the portion 62d between the fulcrums on the second rope stopper 64 side reaches from one of two fulcrums located on the counterweight suspension wheel 33 and the second rope stopper 64 to each other.
  • the lengths of the portions 62a, 62b, 62c, 62d between the fulcrums change according to the movement of the second car 22 and the second counterweight 32.
  • a balancing rope 72 is suspended. One end portion of the second counter rope 72 is connected to the lower portion of the second car 22, and the other end portion of the second counter rope 72 is connected to the lower portion of the second counterweight 32.
  • a plurality of second balancing rope tension wheels 82 are provided at the lower part of the hoistway 1.
  • a second balancing rope 72 is wound around each second balancing rope tensioning wheel 82. The second balancing rope 72 is stretched between each of the second cage 22 and the second balancing weight 32 and the second balancing rope tensioning wheel 82. The second counter rope 72 moves in accordance with the movement of the second car 22 and the second counterweight 32.
  • the second balancing rope 72 includes a fulcrum portion 72 a on the second cage 22 side that exists between the second cage 22 and the second balancing rope tensioning vehicle 82, and the second balancing weight 32. And a second balancing weight 32 side portion 72b on the second balancing weight 32 side.
  • the fulcrum portion 72a on the second car 22 side reaches from one of two fulcrums located in the second car 22 and the second balancing rope tensioning wheel 82 to the other.
  • the portion 72b between the fulcrums on the second counterweight 32 side reaches from one of the two fulcrums located on the second counterweight 32 and the second counterbalance rope 82 to the other. Yes.
  • the lengths of the portions 72a and 72b between the fulcrums vary according to the movement of the second car 22 and the second counterweight 32.
  • a first emergency stop device 91 is provided below the first car 21, and a second emergency stop device 92 is provided below the second car 22.
  • the first emergency stop device 91 is provided with a first actuation lever
  • the second emergency stop device 92 is provided with a second actuation lever.
  • the first emergency stop device 91 grips the car guide rail and applies a braking force to the first car 21.
  • the second safety device 92 grips the car guide rail and applies a braking force to the second car 22.
  • a first governor 101 and a second governor 102 are provided in the upper part of the hoistway 1, and a first governor tension wheel 111 and a second governor are installed in the lower part of the hoistway 1.
  • a car 112 is provided.
  • the first speed governor 101 has a first speed governor sheave 121.
  • the second speed governor 102 has a second speed governor sheave 122.
  • a first governor rope 131 which is a long object, is wound around the first governor sheave 121 and the first governor tension wheel 111. One end and the other end of the first governor rope 131 are connected to the first operating lever of the first emergency stop device 91.
  • the first governor rope 131 is stretched in a loop between the first governor sheave 121 and the first governor tension wheel 111.
  • the first governor rope 131 moves according to the movement of the first car 21 while rotating the first governor sheave 121 and the first governor tension wheel 111.
  • the first governor rope 131 includes an upper fulcrum portion 131a existing between the first car 21 and the first governor sheave 121, and the first car 21 and the first governor.
  • the lower fulcrum part 131b existing between the machine wheel 111 and the upper and lower fulcrum parts existing between the first governor sheave 121 and the first governor wheel 111.
  • 131c The upper fulcrum portion 131a reaches from one of two fulcrums located on each of the first car 21 and the first governor sheave 121 to the other.
  • the lower fulcrum portion 131b reaches from one of two fulcrums located in the first car 21 and the first governor tension wheel 111 to the other.
  • the portions 131c between the upper and lower fulcrums reach one from the two fulcrums located on the first speed governor sheave 121 and the first speed governor tension wheel 111, respectively.
  • the lengths of the portions 131 a and 131 b between the fulcrums vary according to the movement of the first car 21 and the first counterweight 31.
  • the length of the part 131c between fulcrums does not change even if the first car 21 and the first counterweight 31 move.
  • the second governor rope 132 which is a long object, is wound around the second governor sheave 122 and the second governor tension wheel 112. One end and the other end of the second governor rope 132 are connected to the second operating lever of the second emergency stop device 92.
  • the second governor rope 132 is looped between the second governor sheave 122 and the second governor tension wheel 112. The second governor rope 132 moves according to the movement of the second car 22 while rotating the second governor sheave 122 and the second governor tension wheel 112.
  • the second governor rope 132 includes an upper fulcrum portion 132a that exists between the second car 22 and the second governor sheave 122, and the second car 22 and the second governor.
  • Lower fulcrum part 132b existing between the machine wheel 112 and upper and lower fulcrum parts existing between the second governor sheave 122 and the second governor wheel 112 132c.
  • the upper fulcrum portion 132a reaches from one of two fulcrums located on the second car 22 and the second governor sheave 122 to the other.
  • the lower fulcrum portion 132b reaches from one of two fulcrum points located on the second car 22 and the second governor tension wheel 112 to the other.
  • the parts 132c between the upper and lower fulcrums reach from one of two fulcrums located on the second governor sheave 122 and the second governor tension wheel 112 to the other.
  • the lengths of the portions 132 a and 132 b between the fulcrums change according to the movement of the second car 22 and the second counterweight 32.
  • the length of the part 132c between fulcrums does not change even if the second car 22 and the second counterweight 32 move.
  • the first speed governor 101 grips the first speed governor rope 131 and operates the first emergency stop device 91.
  • the second speed governor 102 grips the second speed governor rope 132 and operates the second emergency stop device 92.
  • the first speed governor sheave 121 and the first speed governor tension wheel 111 rotate according to the movement of the first car 21.
  • the first speed governor sheave 121 is provided with a first speed governor encoder 141 that is a car position detection device that generates a signal corresponding to the rotation of the first speed governor sheave 121.
  • the first governor encoder 141 detects the position and speed of the first car 21 by generating a signal corresponding to the rotation of the first governor sheave 121.
  • the second governor sheave 122 and the second governor tension wheel 112 rotate in accordance with the movement of the second car 22.
  • the second governor sheave 122 is provided with a second governor encoder 142 that is a car position detecting device that generates a signal corresponding to the rotation of the second governor sheave 122.
  • the second governor encoder 142 detects the position and speed of the second car 22 by generating a signal corresponding to the rotation of the second governor sheave 122.
  • Information from the first and second governor encoders 141 and 142 is sent to the control device.
  • a first control cable 161 that is a long object is connected between the repeater 15 and the first car 21, and a first control cable 161 that is a long object is connected between the repeater 15 and the second car 22.
  • the first control cable 161 moves in the hoistway 1 according to the movement of the first car 21, and the second control cable 162 moves in the hoistway 1 according to the movement of the second car 22.
  • the first control cable 161 has a suspended portion that is suspended by only its own weight between the first car 21 and the relay 15 as a fulcrum portion 161a.
  • the inter-fulcrum portion 161a reaches from one of two fulcrums located in each of the first car 21 and the relay 15 to the other.
  • the length of the inter-fulcrum portion 161a does not change even when the first car 21 moves.
  • Information communicated between the car control panel provided in the first car 21 and the control device is sent via the first control cable 161.
  • the second control cable 162 has a suspended portion that is suspended only by its own weight between the second car 22 and the relay 15 as a fulcrum portion 162a.
  • the inter-fulcrum portion 162a reaches from one of two fulcrums located in each of the second car 22 and the relay 15 to the other.
  • the length of the inter-fulcrum portion 162a does not change even when the second car 22 moves.
  • Information communicated between the car control panel provided in the second car 22 and the control device is sent via the second control cable 162.
  • the control device controls the operation of the elevator based on information from the car control panel of the first car 21, the car control panel of the second car 22, and the governor encoder 14.
  • Inter-fulcrum sites 61a, 61b, 62a, 62b, 62c, 62d, 71a, 71b, 72a, 72b, 131a, 131b, 131c, 132a, 132b, 132c, 161a, 162a (hereinafter, “inter-fulcrum sites 61a to 162a ”) Is a large amplitude predicting unit in which the amplitude in the horizontal direction is predicted to increase.
  • part 161a, 162a between fulcrum are large amplitude prediction parts.
  • the positions of the first and second cars 21 and 22 when they are at the same height as the position of the large amplitude prediction portion of each inter-fulcrum part 61a to 162a are the same as the lengths of the first and second cars 21 and 22, respectively. It is an interference prediction position where there is a high possibility of interference with an object.
  • the first and second cars when the position of the large amplitude prediction unit and the positions of the first and second counterweights 31 and 32 are at the same height for each of the fulcrum portions 61a to 162a.
  • the positions 21 and 22 are interference prediction positions where there is a high possibility that the first and second counterweights 31 and 32 will interfere with each long object.
  • each inter-fulcrum part 61a, 61b, 62a, 62b, 62c, 62d, 71a, 71b, 72a, 72b, 131a, 131b, 132a, 132b, 161a, 162a (hereinafter referred to as “each excluding the inter-fulcrum parts 131c, 132c”).
  • the position of the first and second cages 21 and 22 when the position of the large amplitude prediction unit and the position of the equipment in the hoistway are at the same height with respect to each of the long objects and the hoistway It is an interference prediction position that is highly likely to interfere with internal devices.
  • the first position when the position of the large amplitude predicting part of one inter-fulcrum part and the position of the large amplitude predicting part of the other inter-fulcrum part are at the same height.
  • cars 21 and 22 is an interference prediction position with high possibility that the site
  • the control device includes a relationship between each of the first and second cages 21 and 22 and the fulcrum portions 61a to 162a, each of the first and second counterweights 31 and 32, and each fulcrum portion 61a to 61a.
  • a plurality of interference prediction positions determined by the relationship with the 162a, the relationship between the fulcrum sites excluding the fulcrum sites 131c and 132c and the equipment in the hoistway, and the relationship between one of the fulcrum sites 61a to 161a and the other. It is preset as table information.
  • Each interference prediction position is the length of each long object 61, 62, 71, 72, 131, 132, 161, 162, the first and second driving sheaves 51, 52, the first and second balances.
  • Rope tension wheels 81, 82, first and second speed governor sheaves 121, 122, first and second speed governor tension wheels 111, 112, and repeater 15, and the first car 21, the second car 22, the first counterweight 31, and the second counterweight 32 are calculated in advance from the relationship with the respective positions.
  • the control device When the shaking of the building is detected by the sensor, the control device performs the first and second avoidance positions deviating from the predicted interference positions based on information from the first and second governor encoders 141 and 142.
  • the second cars 21 and 22 are stopped. That is, the control device calculates the position, speed, and moving direction of the first car 21 based on the information from the first governor encoder 141 when the shaking of the building is detected by the sensor. Based on the calculated position, speed, and moving direction of the first car 21 and each interference prediction position set in advance as table information, the first car 21 is stopped at an avoidance position that is out of each interference prediction position.
  • control device calculates the position, speed, and moving direction of the second car 22 based on information from the second governor encoder 142 when the shaking of the building is detected by the sensor. Based on the calculated position, speed, and moving direction of the second car 22 and each interference prediction position set in advance as table information, the second car 22 is stopped at an avoidance position that deviates from each interference prediction position.
  • the first and second cars 21, 22 are individually operated by the control device while avoiding the first and second cars 21, 22 from colliding with each other.
  • the other configurations of the present embodiment and the operation methods of the first and second cars 21 and 22 are the same as those of the first embodiment.
  • the control device performs the first and second adjustments. Based on the information from the speed encoders 141 and 142, the first car 21 and the second car 22 are stopped at the avoidance positions deviated from the respective interference prediction positions.
  • the long objects 61, 62, 71, 72, 131, 132, 161, 162 can be made difficult to interfere with the first and second cars 21, 22.
  • the number of long objects and the number of portions between the fulcrums are larger than those of the elevator having one car 2, but even in such a multi-elevator, the first and second Interference of the long objects with the cars 21 and 22 can be avoided more reliably.
  • Embodiment 6 FIG.
  • the priority order is not set for each interference predicted position, but the priority order determined from the viewpoint of the damage degree may be set for each interference predicted position in the same manner as in the fourth embodiment.
  • FIG. 6 shows the first and second cars 21, 22 of the elevator according to the fifth embodiment of the present invention, the first and second counterweights 31, 32, the equipment in the hoistway, and the long objects. It is a table
  • the first car 21, the second car 22, the first counterweight 31, the second counterweight 32, or the equipment in the hoistway and each long object 61 , 62, 71, 72, 131, 132, 161, 162 interfere with each other, the damage level is displayed as “1” as a high level.
  • the damage level when the long objects 61, 62, 71, 72, 131, 132, 161, 162 interfere with each other is set to a level lower than the display “1”.
  • the display of the damage degree when each long object interferes is abbreviate
  • the priority order determined from the viewpoint of the damage level is set corresponding to each interference prediction position.
  • the control device individually determines an avoidance position at which the first and second cars 21 and 22 are stopped based on the priority order corresponding to each interference predicted position when the shaking of the building is detected by the sensor. To do.
  • the method for determining the avoidance position is the same as in the fourth embodiment. Other configurations are the same as those of the fifth embodiment.
  • the priority is not set among the multiple predicted interference positions corresponding to the same damage level, but the priority is set finely among the multiple predicted interference positions corresponding to the same damage level. May be. Moreover, you may determine the priority of each interference estimated position from other viewpoints (for example, viewpoint of the probability of occurrence of interference, etc.) instead of the damage level.
  • the operation of the first embodiment in which the car is stopped at the avoidance position regardless of the position of the nearest floor when the shaking of the building is detected by the sensor is the first operation of the multi-elevator.
  • the driving of the second embodiment in which the car is stopped at the avoidance position after stopping the car on the nearest floor, or the passenger gets on the car may be applied to the operation of the first car 21 and the second car 22 of the multi-elevator.
  • the present invention is applied to a multi-elevator having the first car 21 and the second car 22, that is, a multi-elevator in which the number of cars moving on a common route is two.
  • the present invention may be applied to a multi-elevator in which the number of cars traveling on a common route is three or more.
  • a governor encoder is used as a car position detecting device that detects the position of the car.
  • the hoisting machine encoder that generates a signal corresponding to the rotation of the driving sheave is used as the car position detector. It may be used as a detection device. Further, both the governor encoder and the hoisting machine encoder may be used as the car position detecting device.
  • each predicted interference position calculated at the design stage of the elevator is preset in the control device as table information, but by the initial setting operation of the elevator after being installed in the building
  • Each interference predicted position may be calculated by the control device from the obtained information, and the calculated information on each interference predicted position may be set in the control device as table information.
  • the control device may always calculate the position of the car based on information from the governor encoder, and always calculate the predicted interference position based on the position of the car obtained by the calculation.

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)

Abstract

L'invention concerne un ascenseur, dans lequel ascenseur un objet allongé qui se déplace en fonction du déplacement d'une cabine a une partie entre points d'appui allant de l'un à l'autre de deux points d'appui qui sont séparés l'un de l'autre. Une section centrale longitudinale de la partie entre points d'appui est une partie de prévision de grande amplitude. La position de la cabine, quand la position de la cabine et la position de la partie de prévision de grande amplitude sont à la même hauteur, est une position d'interférence prévue. Un dispositif de commande, si le balancement d'un bâtiment est détecté par un capteur, arrête la cabine dans une position d'évitement écartée de la position d'interférence prévue sur la base d'une information venant d'un dispositif de détection de position de cabine.
PCT/JP2015/082865 2015-11-24 2015-11-24 Ascenseur et procédé de fonctionnement d'ascenseur WO2017098545A1 (fr)

Priority Applications (3)

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PCT/JP2015/082865 WO2017098545A1 (fr) 2015-11-24 2015-11-24 Ascenseur et procédé de fonctionnement d'ascenseur
CN201580084473.7A CN108349693B (zh) 2015-11-24 2015-11-24 电梯及电梯的运转方法
JP2017554668A JP6494793B2 (ja) 2015-11-24 2015-11-24 エレベータ、及びエレベータの運転方法

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PCT/JP2015/082865 WO2017098545A1 (fr) 2015-11-24 2015-11-24 Ascenseur et procédé de fonctionnement d'ascenseur

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CN111164037A (zh) * 2017-10-06 2020-05-15 三菱电机株式会社 电梯绳索的减振装置和电梯装置

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EP3848319B1 (fr) * 2020-01-07 2022-05-04 KONE Corporation Procédé de fonctionnement d'un ascenseur
CN111977483A (zh) * 2020-09-14 2020-11-24 太富电梯科技有限公司 一种电梯的限速装置

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JP2005324890A (ja) * 2004-05-12 2005-11-24 Toshiba Elevator Co Ltd エレベータの運転制御装置
JP2008114963A (ja) * 2006-11-02 2008-05-22 Mitsubishi Electric Corp エレベータの地震管制運転装置
JP2012188257A (ja) * 2011-03-11 2012-10-04 Toshiba Elevator Co Ltd エレベータシステム

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JP2009166939A (ja) * 2008-01-15 2009-07-30 Mitsubishi Electric Corp エレベータ管制運転装置
JP2010052924A (ja) * 2008-08-29 2010-03-11 Toshiba Elevator Co Ltd エレベータの制御装置
JP5489303B2 (ja) * 2012-03-30 2014-05-14 東芝エレベータ株式会社 エレベータの制御装置
JP5456836B2 (ja) * 2012-04-24 2014-04-02 東芝エレベータ株式会社 エレベータの制御装置
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JP2005324890A (ja) * 2004-05-12 2005-11-24 Toshiba Elevator Co Ltd エレベータの運転制御装置
JP2008114963A (ja) * 2006-11-02 2008-05-22 Mitsubishi Electric Corp エレベータの地震管制運転装置
JP2012188257A (ja) * 2011-03-11 2012-10-04 Toshiba Elevator Co Ltd エレベータシステム

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CN111164037A (zh) * 2017-10-06 2020-05-15 三菱电机株式会社 电梯绳索的减振装置和电梯装置

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