WO2023100319A1 - Dispositif d'inspection pour actionneur électrique pour dispositif d'arrêt d'urgence - Google Patents

Dispositif d'inspection pour actionneur électrique pour dispositif d'arrêt d'urgence Download PDF

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Publication number
WO2023100319A1
WO2023100319A1 PCT/JP2021/044275 JP2021044275W WO2023100319A1 WO 2023100319 A1 WO2023100319 A1 WO 2023100319A1 JP 2021044275 W JP2021044275 W JP 2021044275W WO 2023100319 A1 WO2023100319 A1 WO 2023100319A1
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WO
WIPO (PCT)
Prior art keywords
electric actuator
motor
controller
safety device
abnormality
Prior art date
Application number
PCT/JP2021/044275
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English (en)
Japanese (ja)
Inventor
康司 伊藤
秀隆 座間
洋輔 久保
晃 岩本
勇来 齊藤
大樹 松浦
Original Assignee
株式会社日立製作所
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 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to PCT/JP2021/044275 priority Critical patent/WO2023100319A1/fr
Priority to CN202180103797.6A priority patent/CN118159484A/zh
Priority to JP2023564366A priority patent/JPWO2023100319A1/ja
Publication of WO2023100319A1 publication Critical patent/WO2023100319A1/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
    • 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
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical

Definitions

  • the present invention relates to an inspection device for an electric actuator that operates a drive mechanism that drives an elevator safety device.
  • the elevator system is equipped with a governor and an emergency stop device to constantly monitor the ascending and descending speed of the car and to emergency stop the car that has fallen into a predetermined overspeed condition.
  • the car and the governor are connected by a governor rope, and when an overspeed condition is detected, the governor restrains the governor rope and activates the emergency stop device on the car side to bring the car to an emergency stop.
  • a drive shaft that drives the safety device and an electric actuator that operates the drive shaft are provided on the car.
  • An electric actuator includes a movable iron core mechanically connected to a drive shaft and an electromagnet that attracts the movable iron core.
  • the drive shaft is urged by a drive spring, but normally the movement of the drive shaft is restrained by the electric actuator because the electromagnet is energized and the movable iron core is attracted.
  • the electromagnet is demagnetized and the restraint on the drive shaft is released, and the drive shaft is driven by the biasing force of the drive spring.
  • the safety device operates to bring the car to an emergency stop.
  • the electromagnet has a feed nut that screws onto the feed screw shaft, and when the feed screw shaft is rotated by the motor, the electromagnet moves toward the armature.
  • the electromagnet contacts the movable core, the movable core is attracted to the electromagnet.
  • the electromagnet is moved while the movable iron core is attracted to the electromagnet, and the movable iron core and the electromagnet are returned to their normal standby positions.
  • the electrically operated safety device has a problem of improving the maintainability of the electrical equipment.
  • the present invention provides an inspection device for an electric actuator for a safety device that can improve the maintainability of the electrical equipment.
  • an inspection apparatus for an electric safety device actuator operates a drive mechanism for driving an elevator safety device, and includes a mover mechanically connected to the drive mechanism; A current sensor for detecting the motor current flowing through the motor, which inspects the operation of an electric actuator comprising an electromagnet facing the mover and an electric mechanism section for converting rotation of the motor into linear movement of the electromagnet.
  • the electric mechanism unit a controller that detects at least one of an abnormality and a sign of occurrence of an abnormality in the electric mechanism based on the motor current detected by the current sensor when the electromagnet moves.
  • the maintainability of the electric equipment part in the electrically operated safety device is improved.
  • FIG. 1 is a schematic configuration diagram of an elevator apparatus that is an embodiment
  • FIG. Fig. 2 is a plan view in the installed state of Fig. 1, showing the configuration of the electric actuator 10 in the embodiment
  • FIG. 3 is a functional block diagram showing the configuration of an on-car controller 200 having a function of checking the operation of an electric mechanism.
  • FIG. 4 is a waveform diagram showing temporal changes in a motor current (I M ) flowing through a return motor 37 in the electric mechanism. 4 is a flowchart showing abnormality and sign detection processing and end point detection processing executed by on-car controller 200.
  • FIG. 1 is a schematic configuration diagram of an elevator system that is one embodiment of the present invention.
  • the elevator system includes a car 1, speed sensors (5, 6), an electric actuator 10, drive mechanisms (12 to 20), a lifting rod 21, and an emergency stop device 2. It has
  • a car 1 is suspended by a main rope (not shown) in a hoistway provided in a building, and is slidably engaged with a guide rail 4 via a guide device.
  • a driving device hoisting machine: not shown
  • the car 1 ascends and descends in the hoistway.
  • the speed sensor in this embodiment is provided on the car 1 and includes a rotation detector 6 and a roller 5 connected to the rotating shaft of the rotation detector 6 .
  • the roller 5 is connected to the rotating shaft of the rotation detector 6 so that the rotating shaft of the roller 5 and the rotating shaft of the rotation detector 6 are coaxial.
  • a rotary encoder for example, can be applied as the rotation detector 6 .
  • a safety controller which will be described later, monitors the running speed of the car 1 based on a rotational position signal output by the rotation detector 6 as it rotates.
  • An image sensor may be applied as the speed sensor.
  • the position and speed of the car 1 are detected based on the image information of the surface condition of the guide rail 4 acquired by the image sensor.
  • the speed is calculated from the moving distance of the image feature amount in a predetermined time.
  • the electric actuator 10 is an electromagnetic actuator in this embodiment, and is arranged above the car 1 .
  • the electromagnetic operator has, for example, a movable piece or a movable rod operated by a solenoid or electromagnet.
  • the electric actuator 10 is activated when a predetermined overspeed condition of the car 1 is detected by the speed sensors (5, 6). At this time, the pulling rod 21 is pulled up by the drive mechanism (12-20) mechanically connected to the operating lever 11. As shown in FIG. As a result, the safety device 2 is brought into a braking state.
  • the drive mechanisms (12-20) will be described later.
  • the safety devices 2 are arranged one by one on the left and right sides of the car 1.
  • a pair of brake elements (not shown) included in each safety device 2 are movable between a braking position and a non-braking position, and sandwich the guide rail 4 at the braking position. Furthermore, when the safety device 2 rises relative to the car 1 due to the descent of the car 1 , braking force is generated by the frictional force acting between the brake shoe and the guide rail 4 . As a result, the safety device 2 is actuated when the car 1 is in an overspeed condition to bring the car 1 to an emergency stop.
  • the elevator system of this embodiment has a so-called ropeless governor system that does not use a governor rope. ), the power supply to the drive (hoist) and to the control device controlling this drive is cut off. Further, when the descending speed of the car 1 reaches a second overspeed (for example, a speed not exceeding 1.4 times the rated speed), the electric actuator 10 provided in the car 1 is electrically driven, causing an emergency. The stop device 2 is operated to bring the car 1 to an emergency stop.
  • the ropeless governor system is composed of the aforementioned speed sensors (5, 6) and a safety controller that determines whether the car 1 is overspeeding based on the output signals of the speed sensors.
  • This safety controller measures the speed of the car 1 based on the output signal of the speed sensor, and when it is determined that the measured speed has reached the first overspeed, the power supply of the drive device (hoisting machine) and this drive It outputs a command signal for shutting off the power of the control device that controls the device. Further, when the safety controller determines that the measured speed has reached the second overspeed, it outputs a command signal for operating the electric actuator 10 .
  • the pair of brakes included in the safety device 2 are pulled up by the lifting rod 21, the pair of brakes sandwich the guide rail 4.
  • the lifting rod 21 is driven by a driving mechanism (12-20) connected to the electric actuator 10. As shown in FIG.
  • the operating lever 11 of the electric actuator 10 and the first operating piece 16 are connected to form a substantially T-shaped first link member.
  • the operating lever 11 and the first operating piece 16 constitute a T-shaped head and foot, respectively.
  • the substantially T-shaped first link member is rotatably supported by the crosshead 50 via the first operating shaft 19 at the connecting portion between the operating lever 11 and the first operating piece 16 .
  • One end (left side in the figure) of a pair of lifting rods 21 is attached to the end of the first operating piece 16 which is the foot of the T-shape opposite to the connection portion between the operating lever 11 and the first operating piece 16 . are connected.
  • the connecting piece 17 and the second operating piece 18 are connected to form a substantially T-shaped second link member.
  • the connecting piece 17 and the second operating piece 18 constitute a T-shaped head and foot, respectively.
  • the substantially T-shaped second link member is rotatably supported by the crosshead 50 via the second operating shaft 20 at the connecting portion between the connecting piece 17 and the second operating piece 18 .
  • the other end (left side in the figure) of the pair of lifting rods 21 is attached to the end of the second operating piece 18, which is the foot of the T-shape, opposite to the connecting portion between the connecting piece 17 and the second operating piece 18. are connected.
  • the end of the operating lever 11 extending from the inside of the housing 30 to the outside and the end of the connecting piece 17 nearer to the upper part of the car 1 than the second operating shaft 20 are connected to the car. 1 are connected to one end (left side in the figure) and the other end (right side in the figure) of a drive shaft 12 lying on the upper side.
  • the drive shaft 12 slidably penetrates a fixed portion 14 fixed to the crosshead 50 . Further, the drive shaft 12 passes through the pressing member 15 , and the pressing member 15 is fixed to the drive shaft 12 .
  • the pressing member 15 is positioned on the second link member (connecting piece 17, second operating piece 18) side of the fixed portion 14. As shown in FIG.
  • An elastic drive spring 13 is positioned between the fixed portion 14 and the pressing member 15 , and the drive shaft 12 is inserted through the drive spring 13 .
  • the electromagnetic force restraining the movement of the operating lever 11 against the biasing force of the drive spring 13 disappears.
  • the biasing force of the drive spring 13 applied to 15 drives the drive shaft 12 along the longitudinal direction. Therefore, the first link member (operating lever 11, first operating piece 16) rotates around the first operating shaft 19, and the second link member (connecting piece 17, second operating piece 18) rotates. rotates about the second actuation axis 20 .
  • one lifting rod 21 connected to the first operating piece 16 of the first link member is driven and lifted, and the other lifting rod connected to the second operating piece 18 of the second link member is pulled up. 21 is driven and pulled up.
  • FIG. 2 is a plan view showing the configuration of the electric actuator 10 in this embodiment in the installation state of FIG.
  • the electric actuator 10 shown in FIG. 2 is housed inside the housing 30 in FIG.
  • FIG. 2 also shows the configuration of the ropeless governor system (6, 103) that operates the electric actuator 10.
  • the safety device 2 (FIG. 1) is in a non-braking state, and the electric actuator 10 is in a standby state. That is, the elevator installation is in normal operating condition.
  • a mover 34 which is a movable member connected to the operating lever 11, is attracted by electromagnetic force to electromagnets 35a and 35b whose coils are energized and excited. .
  • the movement of the mover 34 is restrained against the biasing force F of the drive spring 13 (FIG. 1) acting on the mover 34 via the drive shaft 12 (FIG. 1) and the operating lever 11 . Therefore, the electric actuator 10 resists the biasing force of the drive spring 13 and restrains the movement of the drive mechanism (12-20: FIG. 1).
  • the mover 34 has an attraction portion 34a that is attracted to the magnetic pole surfaces of the electromagnets 35a and 35b, and a support portion 34b that is fixed to the attraction portion 34a and to which the operation lever 11 is connected.
  • the operating lever 11 is rotatably connected to the support portion 34b via the connection bracket 38.
  • a mover detection switch 109 is provided at a position where the attracting portion 34a of the mover 34 is positioned during standby.
  • the mover 34 further has a cam portion 34c fixed to the attracting portion 34a.
  • the mover detection switch 109 is operated by the cam portion 34c.
  • the movable element detection switch 109 is operated by the cam portion 34c, it transitions from the ON state to the OFF state or from the OFF state to the ON state. Therefore, depending on the state of the mover detection switch 109, it can be detected whether or not the mover 34 is positioned at the standby position.
  • position detection sensors such as a photoelectric position sensor, a magnetic position sensor, a proximity sensor (capacitance type, induction type), etc. may be applied.
  • At least the attracting portion 34a of the mover 34 is made of a magnetic material.
  • a soft magnetic material such as low carbon steel or permalloy (iron-nickel alloy) is preferably applied.
  • the electromagnets 35a and 35b are excited by the DC power supply 111.
  • one end of the coil of the electromagnet 35a is connected to the high potential side of the DC power supply 111 via the electrical contact 104a, and the other end of the coil of the electromagnet 35a is connected to the low potential side of the DC power supply 111.
  • one end of the coil of the electromagnet 35b is connected to the high potential side of the DC power supply 111 via the electrical contact 104b, and the other end of the coil of the electromagnet 35b is connected to the low potential side of the DC power supply 111. connected to
  • the electrical contacts 104a and 104b are controlled to be on/off by the safety controller 103.
  • the safety controller 103 controls each of the electrical contacts 104a, 104b to the ON state.
  • the coils of the electromagnets 35a and 35b are energized, so that the electromagnets 35a and 35b generate electromagnetic force.
  • Each of the electrical contacts 104a and 104b is composed of, for example, a contact provided with an electromagnetic relay, an electromagnetic contactor, an electromagnetic switch, or the like.
  • the electric actuator 10 is operated by a ropeless governor system.
  • the ropeless governor system consists of speed sensors (5, 6) and a safety controller 103.
  • FIG. 1 A ropeless governor system.
  • the safety controller 103 determines whether the ascending/descending speed of the car 1 has reached a first overspeed (for example, a speed not exceeding 1.3 times the rated speed). judge. Furthermore, based on the detection signal S1 , the safety controller 103 detects that the descending speed of the car 1 has reached a second overspeed (for example, a speed not exceeding 1.4 times the rated speed (> first overspeed)). determine whether it did.
  • a first overspeed for example, a speed not exceeding 1.3 times the rated speed.
  • the safety controller 103 detects that the descending speed of the car 1 has reached a second overspeed (for example, a speed not exceeding 1.4 times the rated speed (> first overspeed)). determine whether it did.
  • the safety controller 103 determines that the ascending/descending speed of the car 1 has reached the first overspeed, it sends an off command S2 to the switch 70 (for example, an electromagnetic switch).
  • the switch 70 cuts off power supply from the power source 60 to the elevator controller 90 and the hoisting machine 8 upon receiving the off command signal S2 .
  • the traction motor 81 of the hoisting machine 8 stops and the brake 82 of the hoisting machine 8 enters the braking state.
  • the car 1 is stopped.
  • the elevator controller 90 controls normal operation of the car 1 and has information on the operating state of the car 1.
  • the safety controller 103 determines that the descending speed of the car 1 has reached the second overspeed, it sends off command signals S3 and S4 to the electrical contacts 104a and 104b, respectively.
  • the electrical contacts 104a, 104b transition from the ON state (FIG. 2) to the OFF state by the OFF command signals S3 , S4 . Therefore, since the excitation of the electromagnets 35a and 35b is stopped, the electromagnetic force acting on the mover 34 disappears. As a result, the mover 34 is released from the restraint caused by the attracting portion 34a of the mover 34 being attracted to the electromagnets 35a and 35b, so that the mover 34 is placed on standby by the biasing force (F in FIG. 2) of the drive spring 13.
  • the mover 34 moves to a position where it abuts against the support member 41, that is, to a position P when the safety device is in operation, as indicated by the two-dot chain line in FIG.
  • the drive spring 13 (Fig. 1 ) drives the drive shaft 12 .
  • the first link member (operating lever 11 and first operating piece 16: FIG. 1) connected to the drive shaft 12 rotates around the first operating shaft 19 (FIG. 1). move.
  • the lifting rod 21 (FIG. 1) connected to the first operating piece 16 is lifted.
  • the second link member (the connecting piece 17 and the second operating piece 18: FIG. 1) connected to the drive shaft 12 rotates around the second operating shaft 20 (FIG. 1). to rotate.
  • the lifting rod 21 (FIG. 1) connected to the second operating piece 18 is lifted, so that the safety device 2 is actuated.
  • the electric actuator 10 has a feed screw 36 for driving the mover 34.
  • the feed screw 36 is coaxially connected to the rotating shaft of the return motor 37 and rotatably supported by the support member 41 and the support member 42 .
  • the electromagnets 35a, 35b are fixed to an electromagnet support plate 39 having a feed nut portion (not shown). A feed nut portion of the electromagnet support plate 39 is screwed with the feed screw 36 .
  • the feed screw 36 is rotated by a return motor 37 .
  • the return motor 37 is driven by the motor controller 112 .
  • the motor controller 112 includes a drive circuit for the return motor 37 and controls the rotation of the return motor 37 according to a control command from the on-car controller 200 .
  • a DC motor is applied as the return motor 37 .
  • An AC motor may be used as the return motor 37 .
  • the on-car controller 200 has a function of controlling the return motor 37 and a function of inspecting the operating state of the electric mechanism units (36, 37, 39, 41, 42) in the electric actuator 10. It should be noted that, in this embodiment, the on-car controller is provided on the car 1 in the same manner as the electric actuator 10 .
  • the elevator controller 90 When returning the electric actuator 10 to the standby state, the elevator controller 90 sends a rotation command for the return motor 37 to the motor controller 112 .
  • the motor controller 112 drives the return motor 37 to rotate the feed screw 36 .
  • Rotation of the return motor 37 is converted into linear movement of the electromagnets 35 a and 35 b along the axial direction of the feed screw 36 by the rotating feed screw 36 and the feed nut portion of the electromagnet support plate 39 .
  • the electromagnets 35a and 35b approach the movement position P of the mover 34 shown in FIG.
  • the on-car controller 200 monitors the motor current in order to control the return motor 37 and to check the operating state of the electric mechanism units (36, 37, 39, 41, 42). Motor current is detected by a current sensor 45 .
  • a current sensor 45 for example, a CT (Current Transformer), a shunt resistor, or the like is applied.
  • the on-car controller 200 determines that the electromagnets 35a and 35b have come into contact with the mover 34 when the motor current increases and exceeds a predetermined value (I th (end point): see FIG. 3). That is, based on the motor current, the on-car controller 200 determines that the electromagnets 35a and 35b move between the end points of the movable range of the electromagnets 35a and 35b along the longitudinal direction (rotational axis direction) of the feed screw 36.
  • I th end point
  • the controller 200 stops the return motor and then sends a control command to the motor controller 112 to reverse the rotation, and also sends a control command to excite the electromagnets 35a and 35b for safety. Send to controller 103 .
  • the motor controller 112 Upon receiving a control command from the on-car controller 200, the motor controller 112 first stops the return motor 37.
  • the operation of the electric mechanisms (36, 37, 39, 41, 42) for moving the electromagnets 35a and 35b to the end point on the moving position P side of the mover 34, that is, the feeding operation of the electromagnets 35a and 35b is completed.
  • the safety controller 103 Upon receiving a control command from the on-car controller 200, the safety controller 103 outputs an ON command to each of the electrical contacts 104a and 104b.
  • the ON command causes the electrical contacts 104a and 104b to transition from the OFF state to the ON state. Therefore, the electromagnets 35a and 35b are excited.
  • the attracting portion 34a of the mover 34 is attracted to the electromagnets 35a and 35b by the electromagnetic force of the excited electromagnets 35a and 35b.
  • the motor controller 112 When the motor controller 112 receives a control command from the on-car controller 200 and stops the return motor 37, it next rotates the return motor 37 in a direction opposite to that during the feeding operation. As a result, the feed screw 36 rotates in the reverse direction, so that the mover 34 attracted to the electromagnets 35a and 35b is moved to the waiting position (FIG. 2) together with the electromagnets 35a and 35b while receiving the biasing force of the drive spring 13. move towards.
  • the electromagnet support plate 39 contacts the support member 42 of the feed screw 36 and presses the support member 42. As shown in FIG. As a result, the load on the return motor 37 increases, and the motor current increases.
  • the on-car controller 200 determines that the electromagnets 35 a and 35 b have come into contact with the support member 42 when the motor current increases and exceeds a predetermined value (I th (end point)).
  • the on-car controller 200 determines that the electromagnets 35a and 35b move between the end points of the movable range of the electromagnets 35a and 35b along the longitudinal direction (rotational axis direction) of the feed screw 36. Reaching the end point on the standby position side is detected.
  • the on-car controller 200 detects the end point in this manner, it sends a control command to the motor controller 112 to stop the return motor.
  • the motor controller 112 Upon receiving a control command from the on-car controller 200, the motor controller 112 first stops the return motor 37.
  • the operation of the electric mechanism units (36, 37, 39, 41, 42) for moving the electromagnets 35a, 35b from the end point on the movement position P side of the mover 34 to the end point on the standby position side of the mover 34, that is, the electromagnet The return operation of 35a and 35b is completed.
  • the safety controller 103 maintains the ON state of the electrical contacts 104a and 104b in the excitation circuit after the return operation is completed.
  • the on-car controller 200 determines the on/off state of the mover detection switch 109 when detecting the end point of the mover 34 on the standby position side. When the on-car controller 200 determines that the mover detection switch 109 is in the OFF state, it determines that the mover 34 has not returned to the standby arrangement normally, that is, the electric actuator 10 is abnormal.
  • the on-car controller 200 controls the electric mechanism units (36, 37) of the electric actuator 10 based on the motor current detected by the current sensor 45 during the feed operation and the return operation of the electromagnets 35a, 35b. , 39, 41, 42) are checked.
  • the output capacity of the return motor 37 is set in consideration of the frictional force between the feed screw 36 and the feed nut due to the weight of the electromagnets 35a and 35b and the mover, and the biasing force of the drive spring 13. be.
  • only one of the electromagnets 35a and 35b has enough electromagnetic force to resist the biasing force of the drive spring 13 and constrain the movement of the mover. Thereby, even if one of the electromagnets 35a and 35b fails, the operation of the safety device 2 can be maintained. This improves the reliability of the operation of the electric actuator 10 .
  • FIG. 3 is a functional block diagram showing the configuration of the on-car controller 200 having the function of checking the operation of the electric mechanism.
  • the on-car controller 200 has a current detection section 201 , an end point detection section 202 , a sign detection section 204 and an abnormality detection section 203 .
  • the current detection unit 201 detects motor current based on the output signal of the current sensor 45 .
  • Electromagnets 35a and 35b (FIG. 2) detect that they have reached the endpoints of their movable ranges.
  • the endpoint detection unit 202 When detecting that the electromagnets 35a and 35b have reached the endpoints during the feeding operation, the endpoint detection unit 202 stops the return motor 37 (FIG. 2) and sends a control command to the motor controller 112 to reverse the rotation. , 35b to the safety controller 103.
  • the end point detection unit 202 When the end point detection unit 202 detects that the electromagnets 35a and 35b reach the end points during the return operation, it sends a control command to stop the return motor 37 to the motor controller 112.
  • the end point detection unit 202 controls the feed operation and return operation of the electric mechanism unit.
  • the abnormality detection unit 203 detects an operation abnormality of the electric mechanism unit based on the motor current detected by the current detection unit 201 after the return motor 37 is started during the feed operation and the return operation.
  • a current threshold (I th (abnormality): see FIG. 3) for abnormality determination is set in advance in the abnormality detection unit 203 .
  • the abnormality detection unit 203 determines that the operation of the electric mechanism unit is abnormal when the magnitude of the motor current is equal to or greater than a current threshold value (I th (abnormal)) for determining abnormality.
  • the predictor detector 204 detects a predictor of occurrence of an abnormality in the operation of the electric mechanism based on the motor current detected by the current detector 201 after the return motor 37 is started during the feed operation and the return operation.
  • a current threshold (I th (prediction): see FIG. 3) for predictor determination is set in advance in the predictor detection unit 204 .
  • the portent detection unit 204 determines that there is a portent of the occurrence of an abnormality in the operation of the electric mechanism unit when the magnitude of the motor current is equal to or greater than the current threshold value (I th (prediction) for portent determination.
  • An abnormality in the operation of the electric mechanism part is, for example, a failure state that requires replacement of the entire electric mechanism part or the electric actuator 10 itself, and a state that requires time for restoration.
  • a sign is, for example, a state that can be restored in a relatively short time compared to an abnormal state by maintenance work such as adjustment, repair, or cleaning of the electric mechanism or replacement of parts in the electric mechanism.
  • the current threshold for abnormality determination (I th (abnormality)) is made larger than the current threshold for sign determination (I th (prediction)).
  • the on-car controller 200 determines that there is an abnormality. If the sign detection unit 204 detects a sign and the abnormality detection unit 203 does not detect an abnormality, the on-car controller 200 determines that there is a sign.
  • the abnormality detection unit 203 issues an abnormality notification command to the abnormality notification unit 92 provided in the elevator controller 90, and also issues a return signal to the motor controller 112. It commands stop control of the motor 37 .
  • the abnormality notification unit 92 transmits an abnormality notification to the communication network 400 from the communication unit 95 provided in the elevator controller 90 toward the monitoring server device 301 installed in the control center 300 .
  • the elevator abnormality detection section 93 when the elevator abnormality detection section 93 receives the abnormality detection information from the abnormality detection section 203 in the on-car controller 200, it instructs the elevator control section 94 that controls the operation of the car 1 to stop the operation. .
  • the sign detection unit 204 instructs the sign issuing unit 91 provided in the elevator controller 90 to issue a sign, and also instructs the motor controller 112 to issue a sign. command to stop the return motor 37.
  • the warning issuing unit 91 transmits a warning to the communication network 400 from the communication unit 95 provided in the elevator controller 90 toward the monitoring server device 301 installed in the control center 300 .
  • the control center 300 is located geographically distant from the installation location of the elevator equipment and is owned by a maintenance company.
  • a monitoring server device 301 monitors the operating states of a plurality of elevator devices.
  • a maintenance engineer performs restoration work.
  • the anomaly report and predictive report may be sent to a terminal device carried by a maintenance engineer, a monitoring device possessed by the owner of the elevator apparatus, a failure display device possessed by the elevator controller 90, or the like.
  • FIG. 4 is a waveform diagram showing temporal changes in the current flowing through the return motor 37 in the electric mechanism, that is, the motor current (I M ).
  • the vertical and horizontal axes represent motor current (I M ) and time (t), respectively.
  • a DC motor is used as the return motor 37 . Therefore, in FIG. 4, the value of the motor current (I M ) is shown as a positive value and a negative value during the feed operation and the return operation, respectively.
  • the time change of the motor current (I M ) is the same in the feed operation and the return operation. Therefore, the motor current (I M ) in the feed operation will be described below.
  • a relatively large motor current (I M ) having a peak value transiently flows when the return motor 37 is started, as indicated by the solid line in FIG.
  • the motor current (I M ) attenuates to a steady-state value after the start-up time (t S ) elapses, and exhibits a steady-state value until the electromagnets 35a and 35b reach the endpoints.
  • the return motor 37 generates torque to move the electromagnets 35a and 35b.
  • the end point detection unit 202 in the on-car controller 200 issues a control command to stop the return motor 37 ( FIG. 2 ). Send to motor controller 112 . Therefore, the motor current (I M ) decreases to zero.
  • the current threshold value (I th (end point)) for end point determination is set in the end point detection unit 202 in advance.
  • the activation time (t s ) and the end point arrival time (t t ) are set in advance in the on-car controller 200, and are used to determine abnormalities and signs, as described later (FIG. 5). Note that the activation time (t s ) and the end point arrival time (t t ) may be set for the feed operation and the return operation, respectively.
  • the electric mechanism unit moves the electromagnets 35a and 35b and the mover 34 together. , is similar to the feeding operation.
  • FIG. 5 is a flowchart showing abnormality and sign detection processing and end point detection processing executed by on-car controller 200 (FIG. 3).
  • step S0 When the on-car controller 200 (FIG. 3) starts processing, first, in step S0, it sends a control command (feeding operation) to the motor controller 112 (FIG. 3) to perform the feeding operation to the return motor 37 (FIG. 2). to start.
  • the illustration of the functional configuration for sending the control command (feeding operation) is omitted.
  • the on-car controller 200 may send a control command (feed operation) using an end point detection unit 202, which will be described later.
  • step S1 the on-car controller 200 acquires the motor current IM based on the signal from the current sensor 45 (FIG. 3) using the current detection section 201 (FIG. 3).
  • step S2 the on-car controller 200 determines whether or not the time t from the start of the feed operation has passed the activation time t S (FIG. 4). When the on-car controller 200 determines that t has passed t S (t>t S ) (YES in step S2), it then executes step S3. again,. When the on-car controller 200 determines that t has not passed t S (t ⁇ t S ) (NO in step S2), it executes the process of step S1 again.
  • step S2 it is possible to reliably distinguish between the motor current that flows transiently at startup and the large motor current that flows accompanying an abnormality or a sign of the occurrence of an abnormality. This improves the reliability of determination of anomalies and signs.
  • the startup time tS based on the current time change rate (dI M /dt) when the motor current (I M ) increases, a large motor current flowing at startup and an abnormality or a sign of an abnormality occurrence
  • the current time rate of change when the motor current (I M ) increases is higher for the motor current that flows due to an abnormality or a sign of the occurrence of an abnormality than for the motor current that flows at startup. big.
  • step S3 the on-car controller 200 determines whether or not the motor current I M is equal to or greater than the current threshold value I th (prediction) for predictor determination, using the portent detection unit 204 (FIG. 3).
  • I M current threshold value
  • step S4 step S4 is executed. Further, when the on-car controller 200 determines that I M is not equal to or greater than I th (prediction) (I M ⁇ I th (prediction)) (NO in step S3), the process of step S1 is executed again.
  • step S4 the on-car controller 200 determines whether the present time is before the electromagnets 35a and 35b reach the end points. That is, the on-car controller 200 determines whether or not the time t from the start of the feed operation is shorter than the end point arrival time t t (FIG. 4). When the on-car controller 200 determines that the present time is before reaching the end point (t ⁇ t t ) (YES in step S4), the on-car controller 200 then executes the process of step S40.
  • step S4 determines that the present time is not before reaching the endpoint (t ⁇ t t ) (YES in step S4), that is, when determining that the present time is after reaching the endpoint, next, the process of step S5 is performed. to run.
  • step S4 it is possible to reliably distinguish between a large motor current that flows after reaching the end point and a large motor current that flows along with an abnormality or a sign of the occurrence of an abnormality. This improves the reliability of determination of anomalies and signs.
  • the current time change rate (dI M /dt) when the motor current (I M ) increases is used to determine whether a large motor current flows after the endpoint is reached and an abnormality or an abnormality It may be distinguished from a large motor current that flows with a sign of its occurrence. According to the study of the present inventor, the current time rate of change when the motor current (I M ) increases is higher than that of the motor current that flows after reaching the end point. is larger.
  • step S40 the on-car controller 200 determines whether or not the motor current I M is equal to or greater than the current threshold value I th (abnormal) for determining abnormality using the abnormality detection unit 203 (FIG. 3).
  • I M current threshold value
  • I th abnormality detection unit 203
  • the process of step S41 is executed.
  • the process of step S44 is executed.
  • step S41 the on-car controller 200 uses the abnormality detection section 203 to determine that the operation of the electric mechanism section is abnormal. That is, the on-car controller 200 determines that the electric mechanism section is out of order. After executing the process of step S41, the on-car controller 200 next executes the process of step S42.
  • step S42 the on-car controller 200 uses the abnormality detection unit 203 to issue an abnormality report command to the elevator controller 90 (FIG. 3). After executing the process of step S42, the on-car controller 200 next executes the process of step S43.
  • step S43 the on-car controller 200 uses the abnormality detection unit 203 to instruct the motor controller 112 (FIG. 3) to stop the return motor 37 (FIG. 2). After executing the process of step S43, the on-car controller 200 ends the series of processes.
  • step S44 the on-car controller 200 uses the sign detection unit 204 to determine that there is a sign of the occurrence of an abnormality in the operation of the electric mechanism unit. That is, the on-car controller 200 determines that there is a sign of failure of the electric mechanism. After executing the process of step S44, the on-car controller 200 next executes the process of step S45.
  • step S45 the on-car controller 200 uses the predictor detector 204 to command the elevator controller 90 to issue a predictive warning. After executing the process of step S45, the on-car controller 200 next executes the process of step S46.
  • step S46 the on-car controller 200 uses the sign detector 204 to instruct the motor controller 112 to stop the return motor 37. After executing the process of step S46, the on-car controller 200 ends the series of processes.
  • the abnormality and sign detection processing executed by the on-car controller 200 is as described above. Next, the endpoint detection processing executed by the on-car controller 200 will be described.
  • step S4 when the on-car controller 200 determines in step S4 that the present time is after reaching the end point, it then executes the end point detection processing in step S5 and after.
  • step S5 the on-car controller 200 determines whether the motor current I M is equal to or greater than the current threshold value I th (end point) for determining the end point using the end point detection section 202 (FIG. 3).
  • I M current threshold value
  • step S6 step S6 is executed.
  • the on-car controller 200 determines that I M is not equal to or greater than I th (end point) (I M ⁇ I th (end point)) (NO in step S5), the on-car controller 200 executes the process of step S1 again.
  • step S6 the on-car controller 200 determines whether or not the current operation of the electric mechanism unit is the feeding operation. When the on-car controller 200 determines that it is a feed operation (YES in step S6), it then executes step S7. Further, when the on-car controller 200 determines that the feed operation is not performed (NO in step S6), next, the process of step S12 is executed.
  • the on-car controller 200 can determine whether or not it is a feed operation by storing which of the feed operation and the return operation has been commanded (steps S0 and S11).
  • step S7 the on-car controller 200 uses the end point detection unit 202 to detect that the mover 34 (FIG. 2) is at the standby position when the mover detection switch 109 (FIG. 2) is in the OFF state. Determine whether or not there is Since the mover 34 (FIG. 2) is separated from the mover detection switch 109 during the feeding operation, the mover detection switch 109 is OFF when normal, and ON when abnormal.
  • step S8 the end point detection unit 202 is used to determine whether the mover detection switch 109 is normal. We judge that it is. After executing the process of step S8, the on-car controller 200 next executes the process of step S9.
  • step S ⁇ b>9 the on-car controller 200 uses the end point detection unit 202 to instruct the motor controller 112 to stop the return motor 37 . After executing the process of step S9, the on-car controller 200 next executes the process of step S10.
  • step S10 the on-car controller 200 uses the end point detection unit 202 to instruct the safety controller 103 (FIG. 3) to energize the electromagnets 35a and 35b. After executing the process of step S10, the on-car controller 200 next executes the process of step S11.
  • step S11 the on-car controller 200 uses the end point detection unit 202 to send a control command (return operation) to the motor controller 112 to cause the return motor 37 to start the return operation.
  • the on-car controller 200 executes the processes of step S1 and subsequent steps again.
  • step S7 determines in step S7 that the mover detection switch 109 is not in the OFF state, i.e., in the ON state (NO in step S7), next in step S71, using the end point detection unit 202 , the mover detection switch 109 is determined to be abnormal. After executing the process of step S71, the on-car controller 200 next executes the process of step S72.
  • step S72 the on-car controller 200 instructs the elevator controller 90 to report an abnormality. After executing the process of step S72, the on-car controller 200 next executes the process of step S73.
  • step S ⁇ b>73 the on-car controller 200 uses the end point detection unit 202 to instruct the motor controller 112 to stop the return motor 37 . After executing the process of step S73, the on-car controller 200 ends the series of processes.
  • step S6 determines in step S6 that the motion is not the feed motion (NO in step S6), that is, the motion is the return motion, then the process of step S12 is executed.
  • step S12 the on-car controller 200 uses the end point detection section 202 to determine whether or not the mover detection switch 109 is in the ON state. If the mover 34 is normally attracted to the electromagnets 35a and 35b during the return operation, the mover detection switch 109 is turned on by the mover 34 when the electromagnets 35a and 35b reach the end points, ie, the standby positions. Become.
  • step S13 the end point detection unit 202 is used to detect the mover 34 and the electromagnet 35a. , 35b is determined to be normal. After executing the process of step S13, the on-car controller 200 next executes the process of step S14.
  • step S ⁇ b>14 the on-car controller 200 uses the end point detection unit 202 to instruct the motor controller 112 to stop the return motor 37 . As a result, the mover 34 returns to the standby position. Since the electromagnets 35a and 35b continue to be energized, the movement of the mover 34 is restrained at the standby position. After executing the process of step S14, the on-car controller 200 ends the series of processes.
  • step S12 determines in step S12 that the mover detection switch 109 is not in the ON state, that is, is in the OFF state (NO in step S12)
  • step S121 the end point detection unit 202 is used to , the state of attraction between the mover 34 and the electromagnets 35a and 35b is determined to be abnormal.
  • step S122 the on-car controller 200 next executes the process of step S122.
  • step S122 the on-car controller 200 instructs the elevator controller 90 to report an abnormality. After executing the process of step S122, the on-car controller 200 next executes the process of step S123.
  • step S ⁇ b>123 the on-car controller 200 uses the end point detection unit 202 to instruct the motor controller 112 to stop the return motor 37 . After executing the process of step S123, the on-car controller 200 ends the series of processes.
  • the electromagnets 35a and 35b attract the mover 34 at the standby position, and the drive mechanism (12-20) is operated by the electric actuator 10.
  • the motor current (I M ) when the electromagnets 35a and 35b are moved by the electric mechanism units (36, 37, 39, 41, 42) between the position (movement position P) where the mover 34 is moved to detect an abnormality and a sign of the occurrence of an abnormality in the electric mechanism (36, 37, 39, 41, 42).
  • the maintainability of the electric equipment portion in the electrically operated safety device is improved.
  • the on-car controller 200 includes, in addition to the abnormality detection section 203 and the sign detection section 204, an end point detection section 202 that detects arrival of the electromagnets 35a and 35b to the end points based on the motor current. can be done.
  • the abnormality detection section 203 and the sign detection section 204 respectively detect an abnormality and a sign based on the motor current, even if the end point detection section 202 is further provided, the number of sensors does not increase.
  • the present invention is not limited to the above-described embodiments, and includes various modifications.
  • the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.
  • the electric actuator 10 may be provided not only on the upper part of the car 1, but also on the lower part or the side part.
  • the elevator device may have a machine room, or may be a so-called machine room-less elevator without a machine room.
  • DC power supply 112... Motor controller, 200... On-car controller, 201... Current detection part, 202... End point detection part, 203... Abnormality detection part, 204... Premonition detection part, 300... Control center, 301... Monitoring server apparatus , 400 communication network

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  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

Est divulgué un dispositif d'inspection qui est destiné à un actionneur électrique servant à un dispositif d'arrêt d'urgence et qui permet d'améliorer l'aptitude à l'entretien de composants électriques. Ce dispositif d'inspection inspecte le fonctionnement d'un actionneur électrique (10) pourvu d'un rotor (34) qui fait fonctionner un mécanisme d'entraînement qui entraîne un dispositif d'arrêt d'urgence pour un ascenseur et qui est mécaniquement raccordé au mécanisme d'entraînement, un électroaimant (35a, 35b) qui fait face au rotor, et une pièce de mécanisme électrique qui convertit la rotation du moteur (37) en mouvement linéaire de l'électroaimant, ledit dispositif d'inspection comprenant : un capteur de courant (45) qui détecte un courant de moteur s'écoulant à travers le moteur ; et un dispositif de commande (200) qui, lorsque l'électroaimant est amené par la pièce de mécanisme électrique à se déplacer entre une première position où l'électroaimant attire le rotor tandis que l'actionneur électrique se trouve sous un état de veille et une seconde position où le rotor se déplace en réponse au fonctionnement du mécanisme d'entraînement par l'actionneur électrique, détecte une anomalie et/ou un signe précoce d'une anomalie au niveau de la pièce de mécanisme électrique, sur la base d'un courant de moteur qui est détecté par le capteur de courant.
PCT/JP2021/044275 2021-12-02 2021-12-02 Dispositif d'inspection pour actionneur électrique pour dispositif d'arrêt d'urgence WO2023100319A1 (fr)

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PCT/JP2021/044275 WO2023100319A1 (fr) 2021-12-02 2021-12-02 Dispositif d'inspection pour actionneur électrique pour dispositif d'arrêt d'urgence
CN202180103797.6A CN118159484A (zh) 2021-12-02 2021-12-02 紧急停止装置用电动工作器的检修装置
JP2023564366A JPWO2023100319A1 (fr) 2021-12-02 2021-12-02

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012036003A (ja) * 2010-08-11 2012-02-23 Toshiba Elevator Co Ltd エレベータの制御装置
WO2018011838A1 (fr) * 2016-07-11 2018-01-18 株式会社日立製作所 Dispositif d'ascenseur
JP2019099340A (ja) * 2017-12-05 2019-06-24 東芝エレベータ株式会社 エレベータ制御装置およびエレベータ制御方法
JP2021042013A (ja) * 2019-09-06 2021-03-18 株式会社日立製作所 非常止め装置及びエレベーター
JP2021130550A (ja) * 2020-02-20 2021-09-09 株式会社日立製作所 非常止め装置及びエレベーター

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012036003A (ja) * 2010-08-11 2012-02-23 Toshiba Elevator Co Ltd エレベータの制御装置
WO2018011838A1 (fr) * 2016-07-11 2018-01-18 株式会社日立製作所 Dispositif d'ascenseur
JP2019099340A (ja) * 2017-12-05 2019-06-24 東芝エレベータ株式会社 エレベータ制御装置およびエレベータ制御方法
JP2021042013A (ja) * 2019-09-06 2021-03-18 株式会社日立製作所 非常止め装置及びエレベーター
JP2021130550A (ja) * 2020-02-20 2021-09-09 株式会社日立製作所 非常止め装置及びエレベーター

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