WO2022049673A1

WO2022049673A1 - Elevator

Info

Publication number: WO2022049673A1
Application number: PCT/JP2020/033269
Authority: WO
Inventors: 盛臣見延
Original assignee: 三菱電機株式会社
Priority date: 2020-09-02
Filing date: 2020-09-02
Publication date: 2022-03-10
Also published as: JPWO2022049673A1; CN115867505A; JP7323078B2; DE112020007566T5

Abstract

Provided is an elevator that can suppress the braking distance of the elevator car during emergency stopping. An elevator (1) includes a slip sensor unit (16), a sheave speed detection unit (9), and a brake control unit (17). The slip detection unit (16) detects slipping of a main rope (5) with respect to a sheave (13) of a hoisting machine (4). During emergency stopping, when the slip detection unit (16) detects an occurrence of slipping, the brake control unit (17) compares the speed of the sheave (13), which is detected by the sheave speed detection unit (9) at a point in time between the start of the emergency stopping and the start of the slipping, with a predetermined threshold. When the speed of the sheave (13) exceeds the threshold, the brake control unit (17) controls a brake (8) by a control method that eliminates the slipping of the main rope (5). Meanwhile, when the speed of the sheave (13) does not exceed the threshold, the brake control unit (17) controls the brake (8) by a control method that controls the breaking force of the brake (8) such that the sheave (13) decelerates at a set deceleration rate.

Description

Elevator

This disclosure relates to elevators.

Patent Document 1 discloses an example of an elevator. In the elevator, the speed of the car suspended on the main rope and the speed of the sheave around which the main rope is wound are detected. The control unit controls the braking force applied to the sheave. When the elevator is in an emergency stop, the control unit applies the full braking force when the difference between the speed of the sheave and the speed of the car is less than or equal to the threshold value. On the other hand, when the difference between the speed of the sheave and the speed of the car exceeds the threshold value due to the slipping of the main rope, the control unit applies a braking force weaker than the total braking force.

Japanese Patent Application Laid-Open No. 2004-231355

However, depending on the situation such as the speed of the car when the main rope slips, if the braking force is weakened to suppress the slip of the main rope, the braking distance of the car may become longer.

This disclosure relates to the solution of such problems. The present disclosure provides an elevator that can reduce the braking distance of the car during an emergency stop.

In the hoisting machine that raises and lowers the car on the hoistway, the elevator according to the present disclosure is a brake that brakes the sheave around which the main rope that suspends the car is wound on the hoistway, and whether or not the main rope slips on the sheave. The slip detection unit that detects, the sheave speed detection unit that detects the speed of the sheave, and the slip detection unit that detects the occurrence of slip during an emergency stop are preset from the start of the emergency stop to the start of the slide. The speed of the sheave detected by the sheave speed detector at an arbitrary reference time is compared with a preset speed threshold, and when the speed at the reference time exceeds the speed threshold, between the sheave and the main rope. A braking force control method that controls the brake by a slip elimination control method that eliminates slip, and controls the braking force of the brake so that the sheave decelerates at the set deceleration when the speed at the reference point does not exceed the speed threshold. It is provided with a brake control unit that controls the brakes by means of.

In the hoisting machine that raises and lowers the car on the hoistway, the elevator according to the present disclosure is a brake that brakes the sheave around which the main rope that suspends the car is wound on the hoistway, and whether or not the main rope slips on the sheave. When the slip detection unit detects slip, the car speed detection unit that detects the speed of the car, the sheave speed detection unit that detects the speed of the sheave, and the slip detection unit detects the occurrence of slip during an emergency stop. When the speed of the car detected by the car speed detector at any preset reference time from the start of the emergency stop to the start is compared with the preset speed threshold, and the speed at the reference time exceeds the speed threshold. In addition, the brake is controlled by the slip elimination control method that eliminates the slip between the sheave and the main rope, and when the speed at the reference point does not exceed the speed threshold, the brake is applied so that the sheave decelerates at the set deceleration. It is provided with a brake control unit that controls the brake by a braking force control method that controls the braking force of the above.

With the elevator according to this disclosure, the braking distance of the car at the time of an emergency stop can be suppressed.

It is a block diagram of the elevator which concerns on Embodiment 1. FIG. It is a figure which shows the example of the velocity waveform at the time of emergency stop of the car which concerns on Embodiment 1. FIG. It is a figure which shows the example of the velocity waveform at the time of emergency stop of the car which concerns on Embodiment 1. FIG. It is a figure which shows the example of the velocity waveform at the time of emergency stop of the car which concerns on Embodiment 1. FIG. It is a figure which shows the example of the velocity waveform at the time of emergency stop of the car which concerns on Embodiment 1. FIG. It is a flowchart which shows the example of the operation of the elevator which concerns on Embodiment 1. It is a hardware block diagram of the main part of the elevator which concerns on Embodiment 1. FIG. It is a block diagram of the elevator which concerns on Embodiment 2.

The mode for implementing this disclosure will be explained with reference to the attached drawings. In each figure, the same or corresponding parts are designated by the same reference numerals, and duplicate description will be appropriately simplified or omitted.

Embodiment 1.
FIG. 1 is a configuration diagram of an elevator 1 according to the first embodiment.

Elevator 1 is installed in, for example, a building having a plurality of floors. In the building, the hoistway 2 of the elevator 1 is provided. The hoistway 2 is a space that spans a plurality of floors.

The elevator 1 includes a car 3, a hoist 4, a main rope 5, a counterweight 6, a speed governor 7, a brake 8, a sheave speed detection unit 9, a car speed detection unit 10, and safety. It includes a switch 11 and a control device 12.

The car 3 is arranged in the hoistway 2. The basket 3 is a device for transporting a user or the like between a plurality of floors. The hoisting machine 4 is a device for raising and lowering the car 3 arranged in the hoistway 2. The hoisting machine 4 includes an electric motor (not shown) that generates a driving force and a sheave 13 that is rotationally driven by the electric motor. The main rope 5 is wound around the sheave 13. The main rope 5 suspends the car 3 from the hoistway 2 on one side of the sheave 13. The main rope 5 suspends the counterweight 6 on the hoistway 2 on the other side of the sheave 13. The counterweight 6 is a device that balances the load applied to both sides of the sheave 13 through the main rope 5 with the cage 3.

The governor 7 is a device that limits the speed of the car 3. The governor 7 includes a governor rope 14 and a governor sheave 15. The governor rope 14 is a rope attached to the car 3. The governor sheave 15 is a sheave around which the governor rope 14 is wound. The governor sheave 15 is rotated by a governor rope 14 that moves in conjunction with the running of the car 3. The governor 7 limits the speed of the car 3 according to the rotation speed of the governor sheave 15.

The brake 8 is a device for braking the sheave 13. The brake 8 is, for example, a disc brake, a drum brake, or a brake having other moving parts. When in the braking state in the normal state, the brake 8 applies a braking force capable of holding the car 3 and the counterweight 6 in a stationary state to the sheave 13. The braking force is, for example, a frictional force that suppresses the rotation of the sheave 13, or a pressing force that causes the frictional force. On the other hand, the brake 8 does not hinder the rotation of the sheave 13 when it is in the released state.

The sheave speed detection unit 9 is a part that detects the speed of the sheave 13. The speed of the sheave 13 detected by the sheave speed detection unit 9 is, for example, the speed of the outer circumference of the sheave 13. The sheave speed detection unit 9 has, for example, an encoder that detects the amount of rotation of the sheave 13. The sheave speed detection unit 9 may be equipped with a function of converting the amount of rotation of the sheave 13 into the rotation speed of the sheave 13, the speed of the outer circumference of the sheave 13, or the like.

The car speed detection unit 10 is a part that detects the speed of the car 3. The speed of the car 3 detected by the car speed detecting unit 10 is, for example, the traveling speed of the car 3 in the vertical direction. The car speed detection unit 10 includes, for example, an encoder that detects the amount of rotation of the governor sheave 15. The car speed detection unit 10 may be equipped with a function of converting the rotation amount of the speed governor sheave 15 into the traveling speed of the car 3. Further, the car speed detection unit 10 may detect the speed of the car 3 based on the detection result of, for example, a position sensor, a speed sensor, or an acceleration sensor provided in the car 3. Further, the car speed detection unit 10 may detect the speed of the car 3 by detecting the speed of the main rope 5 or the counterweight 6 that operates in conjunction with the car 3.

The safety switch 11 is provided in the hoistway 2. The safety switch 11 is arranged at the upper end and the lower end of the hoistway 2. The safety switch 11 is a switch that detects, for example, that the car 3 travels past the landing position on the top floor or the bottom floor. When the safety switch 11 is activated, the elevator 1 may stand by without traveling until it is inspected by, for example, a maintenance person. In this case, the user who was in the car 3 may be confined.

The control device 12 is a device that controls the operation of the elevator 1. The operation of the elevator 1 includes, for example, traveling of the car 3 and operation of the brake 8. The operation of the brake 8 includes an emergency stop. The emergency stop is an operation of stopping the traveling car 3 by inputting an emergency stop signal, detecting the occurrence of an emergency stop event, or causing a power failure. The emergency stop is started, for example, by detecting some abnormality while the car 3 is running. The abnormality that starts the emergency stop is detected by an abnormality detector (not shown) provided in the elevator 1. The abnormality detector is, for example, a safety device provided in the elevator 1. The control device 12 includes a slip detection unit 16 and a brake control unit 17.

The slip detection unit 16 is a part that detects the presence or absence of slippage of the main rope 5 with the sheave 13. Here, in an emergency stop, the brake 8 applies a braking force to the sheave 13 rotating together with the main rope 5. At this time, the position in the hoistway of the car 3 interlocked with the main rope 5, the traveling direction, the traveling acceleration, and the mass, the number of passengers, the load in the car 3 that varies depending on the equipment mounted on the car 3, and the sheave 13 The shape of the rope groove, the friction coefficient between the main rope 5 and the sheave 13, the braking force of the brake 8, and the like may cause the main rope 5 to slip with respect to the sheave 13. The slip detection unit 16 detects the presence or absence of slippage of the main rope 5 at the time of an emergency stop or the like. The slip detection unit 16 detects the presence or absence of slippage of the main rope 5 by detecting, for example, the relative motion of the main rope 5 in the circumferential direction with respect to the outer peripheral portion of the sheave 13. The slip detection unit 16 detects the presence or absence of slip as follows, for example.

The slip detection unit 16 calculates the difference between the speed of the car 3 and the speed of the sheave 13 detected by the car speed detection unit 10 and the sheave speed detection unit 9, respectively, as the relative speed of the main rope 5 with respect to the sheave 13. The slip detection unit 16 detects the occurrence of slip of the main rope 5 when the calculated relative speed exceeds a preset threshold value. On the other hand, the slip detection unit 16 detects that the slip of the main rope 5 is eliminated when the calculated relative speed falls below a preset threshold value.

When a resonance system exists from the car 3 to the car speed detection unit 10, the slip detection unit 16 uses the reverse model filter of the mechanical characteristics from the car 3 to the car speed detection unit 10 of the car speed detection unit 10. It may be used for the output and processed to remove the influence of the mechanical characteristics. The slip detection unit 16 may calculate the relative speed with the output of the sheave speed detection unit 9, for example, after performing the processing. Further, the slip detection unit 16 applies the mechanical characteristic filters from the hoisting machine 4 to the position of the car 3 and from the car 3 to the car speed detection unit 10 to the output of the car speed detection unit 10, and the car 3 The relative speed of the main rope 5 with respect to the sheave 13 may be calculated using the speed of. As a result, the influence of the expansion and contraction of the main rope 5 other than the slip of the main rope 5 is removed, so that the relative speed of the main rope 5 with respect to the sheave 13 is calculated accurately. Therefore, since the threshold value for detecting the presence or absence of slippage can be reduced, the accuracy of slip detection of the main rope 5 is improved.

The brake control unit 17 is a part that controls the operation of the brake 8. The brake control unit 17 controls the operation of the brake 8 by switching a plurality of control methods. The plurality of control methods include a braking force control method and a slip elimination control method.

The braking force control method is a control method for controlling the braking force of the brake 8 so that the sheave 13 decelerates at the set deceleration. The set deceleration is a constant deceleration preset between the _first deceleration a1 and the _second deceleration a2. Here, deceleration is an acceleration that reduces the absolute value of velocity. In this example, the absolute value of the _first deceleration a1 is larger than the absolute value of the _second deceleration a2. The control of the brake 8 in the braking force control method may be performed based on the speed of the sheave 13 detected by the sheave speed detection unit 9. Further, since the speed of the car 3 and the speed of the sheave 13 substantially match in the situation where slipping does not occur, the control of the brake 8 in the braking force control method is performed from the speed of the car 3 detected by the car speed detection unit 10. It may be done based on the estimated deceleration of the sheave 13.

The _first deceleration a1 is a deceleration that is expected not to cause slippage of the main rope 5 with the sheave 13 when an emergency stop is performed at a deceleration whose absolute value is smaller than that of the _first deceleration a1. be. The _first deceleration a1 is calculated in advance from the estimated value of the traction capacity of the hoist 4. The estimated value of the traction capacity is, for example, the difficulty of slipping of the main rope 5 with respect to the sheave 13 calculated based on the specifications or design values such as the shape and material of the sheave 13 of the hoisting machine 4 and the main rope 5. Is. In the estimated value of traction capacity, reduction of local friction conditions such as wear between the sheave 13 and the main rope 5 is not taken into consideration. Further, in the calculation of the _first deceleration a1, the traveling direction of the car 3 in which the main rope 5 is likely to slip and the load conditions are taken into consideration. Conditions that are prone to slipping include, for example, conditions such as when climbing with no load or when descending with maximum load. The _first deceleration a1 is an upper limit deceleration calculated in advance so that slip does not occur when, for example, a decrease in local friction conditions is not taken into consideration.

The second deceleration a ₂ is a deceleration in which the car 3 is expected not to travel to the position where the safety switch 11 is arranged when the emergency stop is performed at a deceleration having an absolute value larger than that of the second deceleration a ₂ . .. The second deceleration a ₂ is calculated in advance based on specifications or design values such as the weight of the car 3, the counterweight 6, the main rope 5, and the sheave 13 and the rated speed of the car 3. In the calculation of the _second deceleration a2, the traveling direction of the car 3 and the condition of the load in which the excess amount of the car 3 becomes large are taken into consideration. Here, the excess amount is the distance from the landing position of the terminal floor such as the top floor or the bottom floor to the position where the car 3 has stopped past the landing position. The condition in which the excess amount of the car 3 becomes large includes, for example, a condition when ascending with no load or when descending with a maximum load. The second deceleration _a2 is, for example, a lower limit deceleration calculated in advance so that the safety switch 11 does not operate when the overshoot of the control of the brake 8 is not taken into consideration. Here, the overshoot of the control of the brake 8 indicates that the braking force becomes excessive with respect to the command.

When the brake control unit 17 controls the operation of the brake 8 by the braking force control method with the deceleration between the _first deceleration a1 and the _second deceleration a2 as the set deceleration, and an emergency stop is performed. Also, the occurrence of slippage of the main rope 5 and the occurrence of confinement of the user are suppressed. However, slippage of the main rope 5 may occur due to a decrease in local friction conditions or an overshoot of the control of the brake 8. Therefore, the brake control unit 17 switches to the slip elimination control method according to conditions such as the speed of the car 3 when slip occurs so that the braking distance of the car 3 does not become long.

The slip elimination control method is a control method for eliminating slip between the sheave 13 and the main rope 5. The state in which the slip between the main rope 13 and the main rope 5 is eliminated is a state in which the relative speeds of the main rope 5 and the main rope 13 become 0 and they are moving together. In the slip elimination control method, the brake control unit 17 controls the braking force of the brake 8 so that the speed of the sheave 13 follows the speed of the car 3, for example. The brake control unit 17 applies a braking force to the sheave 13 so that the difference between the speed of the car 3 detected by the car speed detection unit 10 and the speed of the sheave 13 detected by the sheave speed detection unit 9 becomes small, for example. The deceleration of the sheave 13 is controlled by adjusting the size of. As a result, the slip of the main rope 5 is eliminated, that is, the traction is restored. Desirably, the brake control unit 17 controls the brake 8 while adjusting the braking force so that the state of the brake 8 does not change to the released state while the state of the brake 8 remains in the braking state in the slip elimination control method. Alternatively, the brake control unit 17 may release the brake 8 until the slip detection unit 16 detects that the slip has been eliminated. In addition, the method of controlling the brake 8 in the slip elimination control method does not matter as long as the slip is eliminated.

Subsequently, an example of the braking distance of the car 3 at the time of an emergency stop will be described with reference to FIGS. 2 and 3.
2 and 3 are diagrams showing an example of a velocity waveform at the time of emergency stop of the car 3 according to the first embodiment.

The horizontal axis of FIGS. 2 and 3 represents time. The vertical axis of FIGS. 2 and 3 represents the speed of the car 3 and the sheave 13. In FIGS. 2 and 3, the solid line represents the velocity waveform of the car 3. In FIGS. 2 and 3, the broken line represents the speed waveform of the sheave 13. For the sake of explanation, FIGS. 2 and 3 show an example of a speed waveform when the brake torque is simplified so as to rise in a stepped manner.

FIG. 2 shows an example in which the brake control unit 17 does not switch the control method.

When the abnormality detector of the elevator 1 detects an abnormality, a detection signal is input to the control device 12. At this time, the control device 12 makes an emergency stop of the car 3. The control device 12 outputs a power stop command to the hoisting machine 4. The hoisting machine 4 stops the rotary drive of the sheave 13 based on the input command. Further, for example, when a detection signal is input to the control device 12, the brake control unit 17 starts an emergency stop of the car 3. Point A in FIG. 2 corresponds to the time when the brake control unit 17 starts the emergency stop of the car 3.

When starting the emergency stop, the brake control unit 17 controls the brake 8 by the braking force control method. The brake control unit 17 outputs a brake control command to the brake 8. The brake 8 starts braking the sheave 13 after the brake control command is input. Here, there is a delay time due to the operation of the movable portion of the brake 8 or the like between the time when the command is input to the brake 8 and the time when the braking force is generated. Point B in FIG. 2 corresponds to the time when the brake 8 generates the braking force after the delay time after the command is input.

During the delay time when the brake 8 from the point A to the point B generates the braking force, the car 3 and the sheave 13 are accelerated or decelerated by the unbalanced torque of the car 3 and the counterweight 6. In this example, the case where the car 3 accelerates is shown as a situation where the braking distance of the car 3 becomes long. The situation in which the car 3 is accelerated by the unbalanced torque is, for example, when ascending with no load or when descending with a maximum load. The car 3 accelerates at a constant acceleration during the delay time from the point A to the point B. In addition, although the acceleration may not actually be constant due to rope imbalance or the like, in the present embodiment, the explanation will be given using a simplified model assuming that the acceleration is constant.

When the sheave 13 is decelerated by the braking force of the brake 8 after the delay time, the sheave 13 and the car 3 start decelerating. Here, the speed of the sheave 13 and the car 3 immediately before the start of deceleration is called the maximum speed. When the sheave 13 and the main rope 5 are decelerated by the braking force of the brake 8, the main rope 5 may slip with respect to the sheave 13. FIG. 2 shows an example in which slip occurs immediately after the brake 8 generates a braking force. That is, the point B in FIG. 2 corresponds to the time when the main rope 5 starts to slide.

When the main rope 5 slips, the slip detection unit 16 detects the slip of the main rope 5. The slip detection unit 16 outputs a detection signal to the brake control unit 17. When the detection signal is input from the slip detection unit 16, the brake control unit 17 detects the speed of the car 3 or the sheave 13 at the reference time by the car speed detection unit 10 or the sheave speed detection unit 9. The reference time point is any preset time point from the start of the emergency stop to the start of the start. Since the main rope 5 has not yet slipped at the time of reference, the speed of the car 3 interlocking with the main rope 5 and the speed of the sheave 13 are equal. Therefore, the brake control unit 17 may use at least one value of the speed of the car 3 detected by the car speed detection unit 10 or the speed of the sheave 13 detected by the sheave speed detection unit 9 as the speed at the time of reference. can. The brake control unit 17 determines whether the speed at the reference time exceeds the speed threshold value V _lim when the detection signal is input. The speed threshold value V _lim is a value of the speed of the car 3 preset so as to suppress the braking distance of the car 3 at the time of emergency stop.

When the detection signal is input from the slip detection unit 16, the brake control unit 17 of this example determines whether the speed V _B at the point B exceeds the speed threshold value V _lim with the start point B as a reference time point. For example, the brake control unit 17 may set the detection value of the car speed detection unit 10 or the sheave speed detection unit 9 when the detection signal is input as the speed V _B at the point B. Alternatively, the brake control unit 17 calculates the speed VB at the point _B at the time of slipping by interpolation or extrapolation based on the time series data of the detection values of the car speed detection unit 10 or the sheave speed detection unit 9. You may. In the example of FIG. 2, the velocity waveform when the main rope 5 continues to slide in the emergency stop operation without applying the content of the present embodiment is shown. Further, the velocity waveform of FIG. 2 applies the content of the present embodiment, and the outline is the velocity waveform when V _B does not exceed the velocity threshold V _lim , that is, when the main rope 5 continues to slide. Similarly, the velocities at points A and B are small and the time between BCs is short.

After the main rope 5 slips, the sheave 13 and the car 3 decelerate at different decelerations. In this example, since the brake control unit 17 maintains the braking force control method, the sheave 13 decelerates at a constant deceleration and then stops at the point C1. Further, the car 3 decelerates at a constant deceleration due to friction of the main rope 5 sliding against the sheave 13, and then stops at the point F1.

When the car 3 is stopped, the brake control unit 17 determines that the car 3 is stopped. The stop determination of the car 3 is performed based on, for example, the speed of the car 3 detected by the car speed detection unit 10. The brake control unit 17 determines that the car 3 has stopped, for example, when the absolute value of the speed of the car 3 falls below a preset threshold value. Alternatively, when the absolute value of the speed of the car 3 is lower than the threshold value of the preset speed and the time change rate of the speed is lower than the threshold value of the preset rate of change, the brake control unit 17 is the car 3. May be determined to have stopped. Further, for example, when the main rope 5 is not slipping with respect to the sheave 13, the brake control unit 17 determines to stop the car 3 based on the speed of the sheave 13 detected by the sheave speed detection unit 9. You may. Since the speed of the car 3 and the speed of the sheave 13 are the same when the main rope 5 is not slipping, the brake control unit 17 determines the speed of the sheave 13 in the same manner as the stop determination using the speed of the car 3. It is possible to determine the stop of the used car 3. Further, the brake control unit 17 may determine the stop of the car 3 by another method. After determining that the car 3 has stopped, the brake control unit 17 applies a braking force capable of holding the car 3 and the counterweight 6 in a stationary state as in a normal state to the sheave 13. On the other hand, when it is determined that the car 3 is not stopped, the brake control unit 17 continues to control the brake 8 at the time of emergency stop.

The braking distance S1 of the car ₃ in the case of FIG. 2 corresponds to the area of the portion between the velocity waveform shown by the solid line and the horizontal axis. Therefore, the estimated value of the braking distance S ₁ is expressed by the following equation (1).

Here, S _AB represents the distance traveled by the car 3 from the point A to the point B. a _rope is an estimated deceleration value of the car 3 when the main rope 5 decelerates while sliding with respect to the sheave 13. The acceleration a _rope corresponds to the slope of the line segment connecting the points B and F1 in FIG. Since the acceleration a _rope is an acceleration that reduces the absolute value of the speed of the car 3, it takes a negative value when the traveling direction of the car 3 is set to a positive direction.

The distance _SAB may be calculated by, for example, the following equation (2).

Here, a _k represents the estimated value of the free running acceleration of the car 3 due to the unbalanced torque. The acceleration _ak corresponds to the slope of the line segment connecting the points A and B in FIG. Since the acceleration a _k is an acceleration that increases the absolute value of the speed of the car 3, it takes a positive value when the traveling direction of the car 3 is set to a positive direction. T ₁ represents an estimated time until the brake 8 between the points A and B generates the braking force. The estimated value T ₁ includes the estimated time required for the state transition of the brake 8 from the released state to the braking state.

Further, the brake control unit 17 may control the brake 8 based on the speed _VA at the point A with the point A at the start of the emergency stop as a reference point. At this time, in the equations (1) and (2), the value of the velocity V _B calculated from the velocity VA at the point _A using the following equation (3) may be used.

As in the case of speed V _B , the brake control unit 17 determines at least one of the speed of the car 3 detected by the car speed detection unit 10 and the speed of the sheave 13 detected by the sheave speed detection unit 9. It can be used as a velocity _VA . Further, the brake control unit 17 controls the brake 8 based on the speed at the reference time point, with an arbitrary time point from the point A at the start of the emergency stop to the point B at the time when the main rope 5 starts to slide as a reference time point. May be good. At this time, a value such as a velocity V _B calculated from the velocity at the time of reference may be used in the same manner as in the equation (3).

On the other hand, FIG. 3 shows an example in which the brake control unit 17 switches the control method.
FIG. 3 shows an example in which slip occurs immediately after the brake 8 generates a braking force as in FIG. 2.

The brake control unit 17 of this example determines whether the speed V _B at the point B at the reference time exceeds the speed threshold value V _lim when the detection signal is input from the slip detection unit 16. In this example, the velocity V _B exceeds the velocity threshold V _lil . At this time, the brake control unit 17 switches the control method from the braking force control method to the slip elimination control method.

Here, there is a delay time between the occurrence of slip and the output of the detection signal by the slip detection unit 16. During this delay time, the sheave 13 and the car 3 decelerate at different decelerations. Since the brake control unit 17 has not yet switched the control method from the braking force control method during the delay time, the sheave 13 is decelerating at a constant deceleration. Further, the car 3 is decelerated at a constant deceleration due to friction of the main rope 5 sliding against the sheave 13.

After that, after a delay time due to a delay in detecting slip detection, the brake 8 starts braking the sheave 13 by the slip elimination control method. Point C2 in FIG. 3 corresponds to the time when the braking force of the brake 8 changes from the braking force control method due to the switching to the slip elimination control method after the delay time after the slip occurs. Here, the delay time between points B and C includes a slip detection delay and a brake 8 control response delay. The brake 8 is controlled so that the slip of the main rope 5 is eliminated by the slip elimination control method. For example, the brake control unit 17 controls the braking force applied by the brake 8 to the sheave 13 so that the speed of the sheave 13 follows the speed of the car 3. Point D in FIG. 3 corresponds to the time when the slip of the main rope 5 is eliminated by the slip elimination control method. Here, even between the time when the slip is eliminated and the time when the slip is detected by the slip detection unit 16, there is a delay time as in the detection of the occurrence of the slip. During this delay time, the brake 8 applies a braking force based on the slip elimination control method to the sheave 13. Point E in FIG. 3 corresponds to the time when the brake 8 generates the braking force based on the braking force control method after the delay time after the slip is eliminated.

In the example of FIG. 3, the braking force based on the slip elimination control method is smaller than the braking force based on the braking force control method so as to eliminate the slip of the main rope 5 generated in the braking force control method. Therefore, during the delay time in which the brake 8 from the point D to the point E generates the braking force, the car 3 is accelerated or decelerated by the unbalanced torque of the car 3 and the counterweight 6. In this example, the case where the car 3 accelerates in a situation where the braking distance of the car 3 becomes long is shown. The car 3 accelerates at a constant acceleration during the delay time from the point D to the point E.

After the delay time, the sheave 13 and the car 3 start decelerating at point E. At this time, since the slip of the main rope 5 is eliminated, the main rope 5 and the sheave 13 are moving together. Therefore, the car 3 and the sheave 13 stop at the point F2 after decelerating at a constant deceleration equal to each other.

The braking distance S2 of the car 3 in the case of _FIG . 3 corresponds to the area of the portion between the velocity waveform shown by the solid line and the horizontal axis. Therefore, the estimated value of the braking distance S ₂ is expressed by the following equation (4).

Here, a _c is a command value for deceleration after the traction is restored, that is, after the slip of the main rope 5 is eliminated. The acceleration a _c corresponds to the slope of the line segment connecting the points E and F2 in FIG. Since the acceleration a _c is an acceleration that reduces the absolute value of the speed of the car 3, it takes a negative value when the traveling direction of the car 3 is a positive direction. a _tr is the estimated acceleration of the car 3 during the delay time after the traction is restored. The acceleration a _tr corresponds to the slope of the line segment connecting the points D and E in FIG. Since the acceleration a _tr is an acceleration that increases the absolute value of the speed of the car 3, it takes a positive value when the traveling direction of the car 3 is set to a positive direction. Further, when the slip state is eliminated by releasing the brake 8, the acceleration a _tr becomes equal to the idling acceleration a _k . T ₂ is an estimated time required for recovery of traction between points B and D. The estimated value T ₂ includes a delay time for detecting the occurrence of slip in the slip detection unit 16. Further, when the state of the brake 8 transitions from the braking state to the released state in the switching from the braking force control method to the slip elimination control method, the estimated value T ₂ includes the estimated time required for the state transition. T ₃ is an estimated time until the brake 8 between the points D and E generates the braking force based on the braking force control method. The estimated value T ₃ includes a delay time for detecting the cancellation of slip in the slip detection unit 16. Further, when the state of the brake 8 transitions from the released state to the braking state in the switching from the slip elimination control method to the braking force control method, the estimated value T ₃ includes the estimated time required for the state transition.

Since the slip of the main rope 5 is a local factor such as a decrease in the friction coefficient or a temporary factor such as an overshoot of brake control, the command value a for deceleration after traction _recovery is set. , Set to a normal range of deceleration where slip does not occur. Further, the absolute value of the command value a _c is set to a value larger than the absolute value of the expected deceleration value a _rope when slipping occurs, for example. The value of the command value a _c is, for example, a set deceleration value. By setting the absolute value of the command value a _c sufficiently larger than the absolute value of the expected value a _rope , the influence of the speed increase on the braking distance can be canceled even when the speed of the car 3 is increased for traction recovery.

In this example, the probable values a _k , a _rope , a _tr , T ₁ , T ₂ , and T ₃ used in equations (1) to (4) are based on, for example, the specifications or design values of elevator 1. It is a value set or calculated in advance. The command value a _c is a preset value.

Subsequently, an example of the velocity threshold value V _lim will be described with reference to FIGS. 4 and 5.
4 and 5 are diagrams showing an example of a velocity waveform at the time of emergency stop of the car 3 according to the first embodiment.

The horizontal axis of FIGS. 4 and 5 represents time. The vertical axis of FIGS. 4 and 5 represents the speed of the car 3. In FIGS. 4 and 5, the solid line represents the speed waveform when the brake control unit 17 switches the control method. In FIGS. 4 and 5, the broken line represents the speed waveform when the brake control unit 17 does not switch the control method. Similar to FIGS. 2 and 3, an example of a speed waveform when the brake torque is simplified so as to rise in a step shape is shown in FIGS. 4 and 5.

FIG. 4 shows an example in which the braking distance S1 when the brake control unit 17 does not switch the control method and the braking distance S2 when the control method is switched _are equal to _each other.

The speed threshold value V _lim is set as the speed at the reference time point when the braking distance S ₁ and the braking distance S ₂ become equal. Since the point B is the reference time point in this example, the speed threshold V _lim is set as the speed at the point B when the braking distance S1 and the braking distance S2 _are _equal . The velocity threshold value V _lim obtained by setting S ₁ = S ₂ in the equations (1) to (4) is the estimated values a _k , a _rope , a _tr , T ₁ , T ₂ , and T ₃ , and a command. It is represented by a value a _c or the like. In this example, the braking distance S ₁ and the braking distance S ₂ , or the speed threshold value V _lim are calculated based on preset operating conditions for evaluation. The operating conditions for evaluation include conditions such as the magnitude of the load inside the car 3 and the traveling direction of the car 3. The operating conditions for evaluation may include the acceleration conditions of the car 3 determined according to the position of the car 3.

Since the braking distance of the car ₃ corresponds to the area between the velocity waveform and the horizontal axis, the difference between the braking distance S1 and the braking distance _S2 corresponds to the difference between the area _α1 and the area _α2 . Here, the area α ₁ is the area of the portion where the velocity waveform of the broken line is larger than the velocity waveform of the solid line. The area α ₂ is the area of the portion where the velocity waveform of the solid line is larger than the velocity waveform of the broken line. In FIG. 4, since the braking distance S ₁ and the braking distance S ₂ are equal, the area α ₁ and the area α ₂ are equal.

FIG. 5 shows an example in which the velocity V _B at the reference time point B exceeds the velocity threshold value V _lim . In this example, the value of the velocity V _B is larger than the value of the velocity threshold value V _lim by the velocity difference ΔV.

The speed threshold value V _lim is the speed at the reference time point B when the braking distance S ₁ and the braking distance S ₂ become equal. Therefore, in the region above the one-dot chain line in FIG. 5, the area of the portion where the solid line velocity waveform is larger than the broken line velocity waveform and the area of the portion where the broken line velocity waveform is larger than the solid line velocity waveform are equal. Therefore, the area α ₁ is larger than the area α ₂ by the region below the alternate long and short dash line. Therefore, the braking distance S ₁ is larger than the braking distance S ₂ .

Similarly, when the velocity V _B at the reference time point B is below the velocity threshold value V _lim (not shown), the area α ₁ is smaller than the area α ₂ . Therefore, the braking distance S ₁ is smaller than the braking distance S ₂ .

The brake control unit 17 switches the control method based on the comparison between the speed V _B and the speed threshold V _lim at the reference time point _B , so that the _car has the shorter braking distance of the braking distance S1 and the braking distance S2. The brake 8 can be controlled so that the brake 8 stops. The brake control unit 17 may use any time point from the point A at the start of the emergency stop to the point B at the time when the main rope 5 starts to slide as a reference time point. Even in this case, the brake control unit 17 also switches the control method based on the result of comparison between the speed threshold value similarly set for the reference time point and the speed at the reference time point, so that the car 3 with a short braking distance can be used. The brake 8 can be controlled so that the brake 8 stops.

Subsequently, an example of the operation of the elevator 1 will be described with reference to FIG.
FIG. 6 is a flowchart showing an example of the operation of the elevator 1 according to the first embodiment.
FIG. 6 shows an example of the operation of the brake control unit 17 for an emergency stop.

In step S1, when the emergency stop is started, the brake control unit 17 controls the braking of the brake 8 by the braking force control method. After that, the operation of the elevator 1 proceeds to step S2.

In step S2, the brake control unit 17 determines whether or not the slip detection unit 16 has detected slip based on the presence or absence of a detection signal or the like. If the determination result is Yes, the operation of the elevator 1 proceeds to step S3. If the determination result is No, the operation of the elevator 1 proceeds to step S6.

In step S3, the brake control unit 17 detects the speed V _B at the reference time point B with the time when the vehicle starts to start as a reference time point. After that, the operation of the elevator 1 proceeds to step S4.

In step S4, the brake control unit 17 determines whether the speed V _B exceeds the speed threshold value V _lim . When the determination result is Yes, the operation of the elevator 1 proceeds to step S5. If the determination result is No, the operation of the elevator 1 proceeds to step S6.

In step S5, the brake control unit 17 controls the braking of the brake 8 by the slip elimination control method. After that, the operation of the elevator 1 proceeds to step S2.

In step S6, the brake control unit 17 controls the braking of the brake 8 by the braking force control method. After that, the operation of the elevator 1 proceeds to step S7.

In step S7, the brake control unit 17 determines whether the car 3 has stopped. When the determination result is No, the operation of the elevator 1 proceeds to step S2. When the determination result is Yes, the operation of the elevator 1 for the emergency stop ends.

The slip detection unit 16 may detect the presence or absence of slip of the main rope 5 by changing the apparent inertial mass of the sheave 13 as follows. When the main rope 5 does not slip, the apparent inertial mass of the sheave 13 is the inertial mass of the sheave 13 itself plus the inertial mass of the cage 3 and the counterweight 6. On the other hand, when the main rope 5 slips, the apparent inertial mass of the sheave 13 is only the inertial mass of the sheave 13 itself. Therefore, even if the torque applied to the sheave 13 and the braking force applied to the sheave 13 by the brake 8 are the same, the deceleration of the sheave 13 changes depending on the presence or absence of slippage. Since the deceleration of the sheave 13 becomes large when the main rope 5 slips, the slip detection unit 16 may detect the occurrence of slip when the deceleration of the sheave 13 exceeds a preset threshold value. .. Here, the slip detection unit 16 may calculate the deceleration of the sheave 13 from, for example, the speed of the sheave 13 detected by the sheave speed detection unit 9. Further, the slip detection unit 16 decelerates or increases the acceleration of the sheave 13 or the car 3 based on the speed information of at least one of the speeds detected by the sheave speed detection unit 9 and the car speed detection unit 10, and the braking force. Slip detection may be performed using the deceleration command value of the control method. The slip detection unit 16 controls the deceleration or acceleration of the sheave 13 or the car 3 and the brake 8 based on the speed information of at least one of the speeds detected by the sheave speed detection unit 9 and the car speed detection unit 10. Elimination detection of slip may be performed based on the state. Further, the slip detection unit 16 may combine a plurality of means for detecting the presence or absence of slip of the main rope 5.

In the present disclosure, the case where the car 3 speeds up in the traveling direction due to the unbalanced torque of the car 3 and the counterweight 6 is described as an example, but the content of the present disclosure is also applied to the case where the car 3 decelerates. Can be done. When decelerating, the speed of the sheave 13 and the car 3 immediately before the start of deceleration is not the maximum speed, but in the present disclosure, it is referred to as the maximum speed for convenience.

As described above, the elevator 1 according to the first embodiment includes a brake 8, a slip detection unit 16, a car speed detection unit 10, and a brake control unit 17. The main rope 5 that suspends the car 3 from the hoistway 2 is wound around the sheave 13 of the hoisting machine 4. The hoisting machine 4 raises and lowers the car 3 on the hoistway 2. The brake 8 brakes the sheave 13 in the hoisting machine 4. The slip detection unit 16 detects the presence or absence of slippage of the main rope 5 with respect to the sheave 13. The car speed detection unit 10 detects the speed of the car 3. When the slip detection unit 16 detects the occurrence of slip during an emergency stop, the brake control unit 17 compares the speed of the car 3 detected by the car speed detection unit 10 at the reference time with a preset speed threshold value. .. The reference time point is any preset time point from the start of the emergency stop to the start of the start.
Further, the elevator 1 according to the first embodiment may include a sheave speed detection unit 9 together with the car speed detection unit 10 or in place of the car speed detection unit 10. The sheave speed detection unit 9 detects the speed of the sheave 13. At this time, when the slip detection unit 16 detects the occurrence of slip during an emergency stop, the brake control unit 17 uses the speed of the car 3 detected by the car speed detection unit 10 at the time of reference, or the sheave speed detection unit. The speed of the sheave 13 detected in 9 is compared with a preset speed threshold.
When the speed at the reference point in time of comparison exceeds the speed threshold value, the brake control unit 17 controls the brake 8 by the slip elimination control method. The slip elimination control method is a control method for eliminating slip between the sheave 13 and the main rope 5. On the other hand, when the speed at the reference time pointed out by the comparison does not exceed the speed threshold value, the brake control unit 17 controls the brake 8 by the braking force control method. The braking force control method is a control method that controls the braking force so that the sheave 13 decelerates at the set deceleration.

Depending on the situation such as the speed of the car 3 or the sheave 13 at the reference time from the start of the emergency stop to the start of the emergency stop, the control method of the brake 8 after the main rope 5 starts to slide is the braking distance of the car 3. Selected to be shorter. Therefore, even when the speed of the car 3 can be increased due to the delay time of the operation of the brake 8 and the delay time of the slip detection, the braking distance of the car 3 at the time of emergency stop can be suppressed. Further, since the control method is selected based on the speed at the reference time until the start of sliding, the brake control unit 17 promptly controls the brake 8 by the selected control method after the occurrence of slip is detected. be able to.

Here, the frictional force between the main rope 5 and the sheave 13 when the main rope 5 slides decreases as the relative speed of the main rope 5 and the sheave 13 increases. Therefore, when the braking force control method is continued even after the occurrence of slippage is detected, the deceleration of the car 3 fluctuates until the car 3 stops. From the time of starting to the stop of the sheave 13, the absolute value of the deceleration of the car 3 gradually decreases from the deceleration at the time of starting. After that, after the sheave 13 stops, the deceleration of the car 3 gradually increases because the relative speed decreases. After that, by the time the car 3 stops at the latest, the absolute value of the deceleration of the car 3 becomes smaller to the deceleration at the time of starting. Therefore, the velocity waveform considering the fluctuation of the deceleration of the car 3 is a waveform higher than the velocity waveform in which the deceleration is constant and decelerated while the deceleration at the time of starting in FIG. 2 or the like. Therefore, the braking distance S1 calculated by the equation ( ₁ ) is the braking distance calculated under the minimum condition when the brake 8 is not controlled by the slip elimination control method. Since the brake control unit 17 controls the brake 8 by the slip elimination control method when the braking distance S ₂ is less than the braking distance S ₁ , the braking distance of the car 3 does not become long by switching the control method.

Further, the brake control unit 17 sets the time point at which the main rope 5 starts to slide as a reference time point. As _a result, the influence of the braking distance before the time of the start is canceled in the evaluation of the braking distance S1 and the braking distance S2, so that the speed threshold V _lim is the movement of the car ₃ until the main rope 5 actually starts to slide. Not affected by. Therefore, even when the main rope 5 does not start to slide immediately after the brake 8 starts applying the braking force to the sheave 13, it becomes easy to calculate the speed threshold value V _lim and compare it with the speed threshold value V _lim .

Further, the brake control unit 17 uses the time point at which the emergency stop starts as the reference time point. As a result, the reference time point and the speed threshold value can be compared before the main rope 5 starts to slide, so that the brake control unit 17 controls the brake 8 more quickly by the selected control method after the occurrence of the slip is detected. be able to.

Further, the brake control unit 17 controls the brake 8 by the braking force control method before the slip detection unit 16 detects the occurrence of slip in the emergency stop. Further, the brake control unit 17 controls the brake 8 by the braking force control method when the slip detection unit 16 detects the elimination of the slip. As a result, when the main rope 5 is not slipped, the car 3 can be decelerated by a large deceleration such as a set deceleration. Therefore, the braking distance of the car 3 becomes shorter.

Further, the brake control unit 17 sets the speed of the car 3 or the rope wheel 13 at the reference time point so that the estimated braking distance S ₁ and the estimated braking distance S ₂ are equal to each other as the speed threshold V _lim , and sets the slip elimination control method. And the braking force control method is switched. The braking distance S ₁ is an estimated value of the braking distance of the car 3 when the brake 8 is controlled by the braking force control method when the slip detection unit 16 detects the occurrence of slip. The braking distance S ₂ is an estimated value of the braking distance of the car 3 when the brake 8 is controlled by the slip elimination control method when the slip detection unit 16 detects the occurrence of slip. _In this way, since the speed threshold value V _lim is set based on the estimated braking distance S1 and the estimated braking distance S2, the braking distance of the car ₃ at the time of emergency stop can be suppressed more reliably.

Further, the speed threshold value V _lim is the estimated deceleration value a _rope , the estimated acceleration value a _tr , the set deceleration, the estimated delay time for detecting the presence or absence of slippage of the slip detection unit 16, and the brake 8. It is calculated based on the estimated value of the delay time of the state transition of and the information including. The estimated value a _rope is an estimated deceleration value of the car 3 when the brake 8 is controlled by the braking force control method when the slip detecting unit 16 detects the occurrence of slip. The estimated value a _tr is an estimated value of the acceleration of the car 3 when the brake 8 is controlled by the slip elimination control method when the slip of the main rope 5 with respect to the sheave 13 is eliminated. The estimated delay time of detection and the estimated delay time of state transition are included in the estimated delay times T ₁ , T ₂ , T ₃ , and the like. Thereby, the velocity threshold value V _lim can be calculated before slip detection based on known information and the like. Therefore, the brake control unit 17 can control the brake 8 more quickly by the selected control method after the occurrence of slippage is detected.

Further, the brake control unit 17 may control the braking force of the brake 8 so that the state transition from the braking state of the brake 8 to the released state does not occur in the slip elimination control method. As a result, the state transition time of the brake 8 is eliminated, so that the braking delay time of the brake 8 is shortened. Therefore, the time for the car 3 to accelerate immediately after the traction is restored can be suppressed.

Further, the brake control unit 17 controls the brake 8 with a deceleration having a smaller absolute value than the _first deceleration a1 and a larger absolute value than the _second deceleration a2 as a set deceleration. The _first deceleration a1 is the deceleration of the car 3 calculated in advance from the estimated value of the traction capacity of the hoist 4 as the upper limit deceleration at which the main rope 5 does not slip with respect to the sheave 13. The second deceleration a ₂ is a deceleration of the car 3 calculated in advance as a lower limit deceleration that does not activate the safety switch 11 provided in the hoistway 2. As a result, the occurrence of slippage of the main rope 5 and the occurrence of confinement due to the operation of the safety switch 11 are suppressed.

A part or all of the slip detection unit 16 and the brake control unit 17 may be mounted on an external device of the control device 12.

Subsequently, an example of the hardware configuration of the elevator 1 will be described with reference to FIG. 7.
FIG. 7 is a hardware configuration diagram of a main part of the elevator 1 according to the first embodiment.

Each function of elevator 1 can be realized by a processing circuit. The processing circuit includes at least one processor 100a and at least one memory 100b. The processing circuit may include at least one dedicated hardware 200 with or as a substitute for the processor 100a and the memory 100b.

When the processing circuit includes the processor 100a and the memory 100b, each function of the elevator 1 is realized by software, firmware, or a combination of software and firmware. At least one of the software and firmware is written as a program. The program is stored in the memory 100b. The processor 100a realizes each function of the elevator 1 by reading and executing the program stored in the memory 100b.

The processor 100a is also referred to as a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, and a DSP. The memory 100b is composed of, for example, a non-volatile or volatile semiconductor memory such as a RAM, a ROM, a flash memory, an EPROM, or an EEPROM.

When the processing circuit includes the dedicated hardware 200, the processing circuit is realized by, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof.

Each function of elevator 1 can be realized by a processing circuit. Alternatively, each function of the elevator 1 can be collectively realized by a processing circuit. For each function of the elevator 1, a part may be realized by the dedicated hardware 200, and the other part may be realized by software or firmware. As described above, the processing circuit realizes each function of the elevator 1 by the dedicated hardware 200, software, firmware, or a combination thereof.

Embodiment 2.
In the second embodiment, the differences from the example disclosed in the first embodiment will be described in particular detail. As for the features not described in the second embodiment, any of the features disclosed in the first embodiment may be adopted.

FIG. 8 is a configuration diagram of the elevator 1 according to the second embodiment.

Elevator 1 includes a load detection unit 18. The load detection unit 18 is a portion that detects the load inside the car 3. The load detection unit 18 is provided, for example, at the lower part of the car 3 or at the end of the main rope 5 attached to the car 3. In the normal state, the load detection unit 18 is used, for example, to compensate for an unbalanced torque that fluctuates due to the load of the car 3 and to detect an overload of the car 3.

The control device 12 includes a direction detection unit 19. The direction detection unit 19 is a portion that detects the traveling direction of the ascending or descending car 3. The direction detection unit 19 determines ascending or descending based on, for example, the code of the speed detected by the sheave speed detecting unit 9 or the car speed detecting unit 10. In this example, the brake control unit 17 controls the brake 8 with reference to the time when the vehicle starts to slide.

The load of the car 3 affects the torque applied to the sheave 13 through the main rope 5. Further, the direction in which the brake torque is applied changes depending on the traveling direction of the car 3. Therefore, the condition that the main rope 5 does not slip changes depending on the load of the car 3 and the traveling direction. As a result, the maximum deceleration of the main rope 5 starting to slide changes depending on the load of the car 3 and the traveling direction. The condition that the main rope 5 does not slip is expressed by the following equation (5).

Here, Γ represents the traction coefficient. exp represents an exponential function. k represents the groove coefficient of the sheave 13. The groove coefficient is a coefficient determined by the shape of the rope groove of the sheave 13. μ is the coefficient of friction between the main rope 5 and the sheave 13. The product kμ of the groove coefficient k and the friction coefficient μ represents the apparent friction coefficient between the main rope 5 and the sheave 13. θ represents the winding angle of the main rope 5 around the sheave 13. Ten1 represents the tension on the car 3 side as seen from the sheave 13. Ten2 represents the tension on the balance weight 6 side as seen from the sheave 13. The slip of the main rope 5 occurs when the tension ratio on the right side of the equation (5) exceeds the traction coefficient Γ.

Further, the equation of motion around the axis of rotation of the sheave 13 when the main rope 5 is not slipped is expressed by the following equation (6).

Here, M _tm represents an equivalent mass corresponding to the inertia of the sheave 13. a _tm represents the deceleration of the sheave 13. _FBK represents a force obtained by converting the brake torque into a force in the rotation direction of the sheave 13. The sign of the force _FBK is taken so that it becomes negative when the car 3 rises and becomes positive when the car 3 descends.

Since the condition that the main rope 5 just starts to slide is that the tension ratio is equal to the traction coefficient in the equation (5), the deceleration _atm at the time of the start is calculated by applying the tension satisfying the condition to the equation (6). can. Here, the values of tension Ten1 and tension Ten2 can be calculated according to roping using, for example, the mass of the hoist 4, the counterweight 6, and the ropes, and the inertial mass and mass of the pulleys. Here, the ropes include, for example, a main rope 5, a compensation rope, a control cable, a speed governor rope 14, and the like. Pulleys include, for example, warp wheels, return wheels, and compensation sheaves.

The brake control unit 17 calculates the deceleration at the time of starting according to the load of the car 3 and the traveling direction of the car 3. The brake control unit 17 calculates the speed threshold value V _lim by using the deceleration, for example, by the same calculation method as in the first embodiment. The brake control unit 17 performs brake control at the time of emergency stop based on the calculated speed threshold value V _lim . As a result, the control method according to the load condition is selected, so that the braking distance is further shortened.

The brake control unit 17 may update the speed threshold value V _lim by performing a calculation each time the load of the car 3 and the traveling direction change. Alternatively, the brake control unit 17 may update the speed threshold value V _lim by referring to the table of the speed threshold value V _lim calculated in advance for each load of the car 3 and the traveling direction.

As described above, the elevator 1 according to the second embodiment includes a direction detection unit 19 and a load detection unit 18. The direction detection unit 19 detects the traveling direction of the car 3. The load detection unit 18 detects the load inside the car 3. The speed threshold value V _lim is calculated based on information including the traveling direction of the car 3 detected by the direction detection unit 19 and the load of the car 3 detected by the load detection unit 18.

According to this configuration, the speed threshold value V _lim is set according to the operating conditions such as the load of the car 3 and the traveling direction. As a result, the control method of the brake 8 that shortens the braking distance of the car 3 is selected according to the operating conditions.

The speed threshold value V _lim may be calculated based on information including only one of the traveling direction of the car 3 detected by the direction detection unit 19 and the load of the car 3 detected by the load detection unit 18. When the detection value of the traveling direction of the car 3 is not included in the information for calculating the speed threshold value V _lim , the speed threshold value V _lim may be calculated based on a preset traveling direction of the car 3 for evaluation. .. Further, when the detected value of the load of the car 3 is not included in the information for calculating the speed threshold value V _lim , the speed threshold value V _lim may be calculated based on the preset load of the car 3 for evaluation. ..

The elevator according to this disclosure can be applied to buildings with multiple floors.

1 elevator, 2 hoistway, 3 car, 4 hoist, 5 main rope, 6 balance weight, 7 governor, 8 brake, 9 sheave speed detector, 10 car speed detector, 11 safety switch, 12 control Equipment, 13 sheaves, 14 governor ropes, 15 governor sheaves, 16 slip detectors, 17 brake control units, 18 load detectors, 19 direction detectors, 100a processors, 100b memory, 200 dedicated hardware

Claims

In a hoist that raises and lowers a car on a hoistway, a brake that brakes a sheave around which a main rope that suspends the car on the hoistway is wound.
A slip detection unit that detects the presence or absence of slippage of the main rope with respect to the sheave, and
A sheave speed detection unit that detects the speed of the sheave,
When the slip detection unit detects the occurrence of slip during an emergency stop, the speed of the rope wheel detected by the rope wheel speed detection unit at any preset reference time from the start of the emergency stop to the start of the start of the emergency stop. Is compared with a preset speed threshold, and when the speed at the reference time exceeds the speed threshold, the brake is controlled by a slip elimination control method that eliminates slip between the rope wheel and the main rope. A brake control unit that controls the brake by a braking force control method that controls the braking force of the brake so that the rope wheel decelerates at a set deceleration when the speed at the reference time does not exceed the speed threshold.
Elevator equipped with.
The brake control unit
An estimated value of the braking distance of the car when the brake is controlled by the braking force control method when the slip detection unit detects the occurrence of slip.
An estimated value of the braking distance of the car when the brake is controlled by the slip elimination control method when the slip detection unit detects the occurrence of slip.
The elevator according to claim 1, wherein the speed of the sheave at the reference time is set as the speed threshold value, and the slip elimination control method and the braking force control method are switched.
In a hoist that raises and lowers a car on a hoistway, a brake that brakes a sheave around which a main rope that suspends the car on the hoistway is wound.
A slip detection unit that detects the presence or absence of slippage of the main rope with respect to the sheave, and
The car speed detection unit that detects the speed of the car,
A sheave speed detection unit that detects the speed of the sheave,
When the slip detection unit detects the occurrence of slip during an emergency stop, the speed of the car detected by the car speed detection unit at any preset reference time from the start of the emergency stop to the start of the start is set in advance. When the speed at the time of reference exceeds the speed threshold as compared with the set speed threshold, the brake is controlled by the slip elimination control method for eliminating the slip between the rope wheel and the main rope, and the reference is made. A brake control unit that controls the brake by a braking force control method that controls the braking force of the brake so that the rope wheel decelerates at a set deceleration when the speed at a time point does not exceed the speed threshold.
Elevator equipped with.
The brake control unit
An estimated value of the braking distance of the car when the brake is controlled by the braking force control method when the slip detection unit detects the occurrence of slip.
An estimated value of the braking distance of the car when the brake is controlled by the slip elimination control method when the slip detection unit detects the occurrence of slip.
The elevator according to claim 3, wherein the speed of the car at the reference time is set as the speed threshold value, and the slip elimination control method and the braking force control method are switched.
The elevator according to any one of claims 1 to 4, wherein the reference time point in the brake control unit is preset as a time point at which the main rope starts to slide.
The elevator according to any one of claims 1 to 4, wherein the reference time point in the brake control unit is preset as a time point for starting an emergency stop.
The invention according to any one of claims 1 to 6, wherein the brake control unit controls the brake by the braking force control method before the slip detection unit detects the occurrence of slip in an emergency stop. Elevator.
The elevator according to any one of claims 1 to 7, wherein the brake control unit controls the brake by the braking force control method when the slip detection unit detects the elimination of the slip.
The brake control unit
The estimated value of the free-running acceleration of the car due to the unbalanced torque,
Reduction of the car when the brake control unit does not switch the brake control method when the reference time point and the slip detection unit detects the occurrence of slip, and the main rope decelerates while sliding with respect to the sheave. Estimated speed and
The estimated value of the acceleration of the car when the brake is controlled by the slip elimination control method when the slip of the main rope with respect to the sheave is eliminated.
The set deceleration in the braking force control method and
The estimated value of the delay time for detecting the presence or absence of slippage in the slip detection unit, and
The estimated value of the delay time of the brake state transition and
The elevator according to any one of claims 1 to 4, wherein the slip elimination control method and the braking force control method are switched according to the speed threshold value calculated based on the information including.
A direction detection unit that detects the traveling direction of the car, and
Equipped with
The ninth aspect of claim 9, wherein the brake control unit switches between the slip elimination control method and the braking force control method according to the speed threshold value calculated based on the information including the traveling direction of the car detected by the direction detection unit. Elevator.
A load detection unit that detects the load inside the car,
Equipped with
Claim 9 or claim 10 that the brake control unit switches between the slip elimination control method and the braking force control method according to the speed threshold value calculated based on the information including the load of the car detected by the load detection unit. Elevator listed in.
The brake control unit controls the braking force of the brake so that the state transition from the braking state to the released state of the brake does not occur in the slip elimination control method according to any one of claims 1 to 11. The listed elevator.
The brake control unit has an absolute value smaller than the first deceleration calculated in advance from the estimated value of the traction capacity of the hoist as the upper limit deceleration at which the main rope does not slip with respect to the rope wheel, and Claims 1 to 12 control the brake with a deceleration having an absolute value larger than the second deceleration calculated in advance as the lower limit deceleration that does not activate the safety switch provided in the hoistway as the set deceleration. The elevator described in any one of the items.