JP4896873B2 - Elevator equipment - Google Patents

Description

The present invention relates to an elevator apparatus that monitors whether or not the traveling speed of a car has reached an overspeed.

  In a conventional elevator apparatus, a speed governor monitors whether the traveling speed of a car has reached an overspeed. In the governor, an overspeed to be determined as abnormal is set from the information on the traveling speed pattern of the car and the car call registration information, and the actual traveling speed of the car is compared with the set overspeed (for example, Patent Document 1).

JP 2003-10468 A

  However, in the conventional elevator system, the speed governor obtains information on the running speed pattern of the car and car call registration information from the control panel, so if the car runs away due to an abnormality in the control panel, information from the control panel May become abnormal, and it may become impossible to detect an overspeed by the governor, or may cause the braking device to be operated unnecessarily.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an elevator apparatus that can more accurately detect that the traveling speed of a car has reached an overspeed.

  The elevator apparatus according to the present invention detects a car that is moved up and down in a hoistway, an operation control unit that controls the operation of the car, a car position and a car speed, and an overspeed and a car speed set according to the car position. In comparison, an overspeed monitoring unit that generates a braking command signal for stopping the car when the car speed reaches an overspeed, and a brake unit that brakes the car according to the braking command signal from the overspeed monitoring unit are provided. The speed monitoring unit sets an overspeed independently from the operation control unit, and sets a different overspeed depending on the traveling direction of the car when the car is located near the terminal floor.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a block diagram which shows the principal part of FIG. FIG. 3 is a graph showing a traveling speed pattern and first and second overspeeds when the car of FIG. 1 normally travels from the upper terminal floor to the lower terminal floor. It is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention. It is a block diagram which shows the principal part of FIG. 5 is a graph showing a traveling speed pattern and first and second overspeeds when the car of FIG. 4 normally travels from the upper terminal floor to the lower terminal floor. It is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention. FIG. 8 is a graph showing a traveling speed pattern and first and second overspeeds when the car of FIG. 7 normally travels from the upper terminal floor to the lower terminal floor.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a car 1 and a counterweight 2 are suspended in a hoistway by a main rope 3. Further, the car 1 and the counterweight 2 are lifted and lowered in the hoistway by the driving force of the driving device (winding machine) 4.

  The drive device 4 includes a drive sheave 5 around which the main rope 3 is wound, a motor unit 6 that rotates the drive sheave 5, and a brake unit 7 that brakes the traveling of the car 1 by braking the rotation of the drive sheave 5. is doing. For example, an electromagnetic brake device is used as the brake unit 9. In the electromagnetic brake device, the brake shoe is pressed against the braking surface by the spring force of the braking spring to brake the rotation of the drive sheave 5, and the brake shoe is released from the braking surface by exciting the electromagnetic magnet. Is released.

  The driving device 4 is controlled by the operation control unit 8. That is, the operation of the car 1 is controlled by the operation control unit 8. The operation control unit 8 includes a computer (not shown) having an arithmetic processing unit (CPU), a storage unit (ROM, RAM, hard disk, etc.) and a signal input / output unit.

  A pair of car guide rails 9 for guiding the raising and lowering of the car 1 and a pair of counterweight guide rails (not shown) for guiding the raising and lowering of the counterweight 2 are installed in the hoistway. At the lower part of the car 1, an emergency stop device 10 is mounted that engages with the car guide rail 9 to make the car 1 emergency stop. The emergency stop device 10 has a braking piece (wedge member) that is operated by a mechanical operation and pressed against the car guide rail 9.

  A car shock absorber 11 and a counterweight shock absorber 12 for reducing the impact of the collision of the car 1 and the counterweight 2 with the bottom of the hoistway are installed in the lower part of the hoistway. As these shock absorbers 11 and 12, for example, oil-filled or spring-type buffers are used.

  A speed governor (mechanical speed governor) 13 that mechanically monitors the traveling speed of the car 1 is installed at the upper part of the hoistway. The governor 13 detects that the traveling speed of the car 1 has reached the second overspeed (Trip speed). The governor 13 is provided with an upper pulley 14. A detection rope 15 is wound around the upper pulley 14. Both ends of the detection rope 15 are connected to the operation mechanism of the safety device 10. The lower end of the detection rope 15 is wound around a lower pulley 16 disposed at the lower part of the hoistway.

  When the car 1 is raised and lowered, the detection rope 15 is circulated, and the upper pulley 14 is rotated at a rotational speed corresponding to the traveling speed of the car 1. When the governor 13 detects that the traveling speed of the car 1 has reached the second overspeed, the detection rope 15 is gripped by the rope catch of the governor 13 and the circulation of the detection rope 15 is stopped. In conjunction with this, the emergency stop device 10 performs a braking operation.

  The speed governor 13 is equipped with a rotation detector 17 that generates a detection signal corresponding to the rotation of the upper pulley 14. As the rotation detector 17, for example, a dual sense type encoder that simultaneously outputs two detection signals is used.

  In the vicinity of the upper terminal floor of the hoistway, an upper terminal floor switch 18 for detecting the terminal floor traveling of the car 1 is provided. In the vicinity of the lower terminal floor of the hoistway, a lower terminal floor switch 19 for detecting the terminal floor traveling of the car 1 is provided. The car 1 is provided with a cam 20 for operating the terminal floor switches 18 and 19 to open and close.

  Information from the rotation detector 17 and the terminal floor switches 18 and 19 is input to an overspeed monitoring unit 21 that monitors whether the traveling speed of the car 1 has reached the first overspeed. The overspeed monitoring unit 21 sets the first overspeed independently of the operation control unit 8 without using the information of the operation control unit 8 and confirms that the traveling speed of the car 1 has reached the first overspeed. To detect. Further, the overspeed monitoring unit 21 is configured by a computer different from the operation control unit 8. Further, the power supply of the overspeed monitoring unit 21 and the rotation detector 17 is separate from the power supply of the operation control unit 8.

  The first overspeed is set to a speed lower than the second overspeed set by the governor 13. The overspeed monitoring unit 21 monitors the traveling speed of the car 1, and when the speed of the car 1 reaches the first overspeed, outputs a braking command signal to the brake unit 7 to brake the rotation of the drive sheave 5, Car 1 is brought to an emergency stop.

  FIG. 2 is a block diagram showing the main part of FIG. In the figure, the overspeed monitoring unit 21 includes a car position detection unit 22, a traveling direction detection unit 23, a car speed detection unit 24, an overspeed setting unit 25, a comparison determination unit 26, and a braking command unit 27.

  The car position detector 22 detects the position of the car 1 based on information from the rotation detector 17 and the terminal floor switches 18 and 19. In addition, the car speed detection unit 24 corrects the detection error of the rotation detector 17 due to slippage between the upper pulley 14 and the detection rope 15 by the signals from the terminal floor switches 18 and 19.

  The traveling direction detector 23 detects the traveling direction of the car 1 based on the information from the rotation detector 17. Further, in the traveling direction detection unit 23, for example, the traveling direction slightly changes due to disturbance force applied to the car 1 due to, for example, the violence of passengers in the car 1, but by providing a hysteresis element in the signal processing, The direction detection result should not be reversed unnecessarily. That is, the traveling direction detection unit 23 ignores minute changes in the traveling direction.

  The car speed detector 24 detects the traveling speed of the car 1 based on the information from the rotation detector 17. Specifically, the car speed detection unit 24 converts the information from the rotation detector 17 into information on a temporal change in the rotation amount of the upper pulley 14 and detects the traveling speed of the car 1.

  The overspeed setting unit 25 sets the first overspeed based on the car position information from the car position detection unit 22 and the travel direction information from the travel direction detection unit 23. The comparison judgment unit 26 compares the first overspeed set by the overspeed setting unit 25 with the car speed detected by the car speed detection unit 24, and the presence or absence of an abnormality, that is, the car speed reaches the first overspeed. Determine if you did. When an abnormality is detected by the comparison determination unit 26, the braking command unit 27 generates a braking command signal and outputs it to the brake unit 7.

  Here, the blocks shown in the overspeed monitoring unit 21 in FIG. 2 are blocks indicating functions, and these functions are realized by a computer constituting the overspeed monitoring unit 21. That is, the computer of the overspeed monitoring unit 21 has an arithmetic processing unit (CPU), a storage unit (ROM, RAM, hard disk, etc.) and a signal input / output unit. The storage unit stores programs for realizing the functions of the car position detection unit 22, the traveling direction detection unit 23, the car speed detection unit 24, the overspeed setting unit 25, the comparison determination unit 26, and the braking command unit 27. Yes. The arithmetic processing unit executes arithmetic processing related to the functions of the car position detecting unit 22, the traveling direction detecting unit 23, the car speed detecting unit 24, the overspeed setting unit 25, the comparison determining unit 26, and the braking command unit 27 based on the program. To do.

  Next, a specific method for setting the first overspeed will be described. FIG. 3 is a graph showing a traveling speed pattern and first and second overspeeds when the car 1 of FIG. 1 normally travels from the upper terminal floor to the lower terminal floor. In the figure, the maximum value of the traveling speed pattern when the car 1 travels from the upper terminal floor to the lower terminal floor is the maximum speed pattern 31 (solid line ABCDE). Further, the first overspeed is set like a first overspeed pattern 32 (one-dot chain line IJK). Further, the second overspeed is set like a second overspeed pattern 33 (two-dot chain line LM).

  In the maximum speed pattern 31, the acceleration curve after the start of travel is the maximum acceleration assumed near the upper end floor, and the deceleration curve before the stop is the maximum deceleration expected near the lower end floor. It is asked to do so.

However, when traveling (lowering) toward the lower end floor, the deceleration near the lower end floor is reduced so that the collision speed V ₁ (V ₁ = K) of the car 1 to the car shock absorber 11 can be reduced. size: (slope at each point on the curve DE example 0.6m / s ^2), the magnitude of the acceleration in the upper terminal landing near (slope at each point on the curve ABC: 0.9m / s ²⁾ from May be made smaller. Further, the speed in the constant speed travel area (straight line CD) is obtained by the maximum value V ₂ (for example, 1.5 m / s) assumed in the area. Further, in the maximum speed pattern 31, deceleration starts from the position of the lower terminal floor switch 19. Such a maximum speed pattern 31 is uniquely obtained in the overspeed monitoring unit 21 regardless of the information from the operation control unit 8.

  In FIG. 3, a short distance speed pattern 34 (broken line ABFG) is a speed pattern that accelerates at the maximum acceleration and decelerates before reaching the maximum speed. This short-distance speed pattern 34 is supposed to shorten the traveling time when traveling to a relatively close floor. On the other hand, the long distance speed pattern 35 (broken line HDE) is a speed pattern that accelerates at a lower acceleration than the short distance speed pattern 34 and reaches a maximum speed and then decelerates at a lower deceleration than the short distance speed pattern 34. is there. The long-distance speed pattern 35 is supposed to shorten the traveling time when traveling to a relatively far floor.

  The operation control unit 8 controls the traveling of the car 1 at a variable maximum speed and a variable acceleration / deceleration according to the car load and the travel distance. The maximum speed pattern 31 is the maximum value of such various assumed speed patterns. Therefore, the traveling speed of the car 1 usually does not exceed the maximum speed pattern 31.

  The first overspeed when the car position is between the upper terminal floor and the lower terminal floor switch position is predetermined with respect to the maximum speed in the maximum speed pattern 31 (travel speed in a constant speed travel region). The margin is set (for example, about 1.3 times the maximum speed). The first overspeed when the car position is between the lower terminal floor switch position and the lower terminal floor is set with a predetermined margin with respect to the maximum speed pattern 31 (for example, 1.. About 3 times).

For example, in the first overspeed pattern 32, the deceleration distance until the car 1 starts decelerating and stops at the lower floor is x, the deceleration start speed is V ₂ (m / s), and the car buffer 11 If the collision speed of the car 1 is V ₁ (m / s), it can be determined from the deceleration γ ₁ (m / s ² ) that can be calculated by the equation (1).
γ ₁ = (V ₁ ² − (1.3V ₂ ) ² ) / (2x) (1)
In the equation (1), a distance Δx from the terminal floor to the car collision surface of the car shock absorber 11 may be added to the deceleration distance x. Furthermore, a margin (−ΔV ₁ ) may be added to the collision speed V ₁ in consideration of the operation delay of the braking device. In other words, the first overspeed pattern 32 with higher accuracy can be set by the equation (2).
γ ₂ = ((V ₁ −ΔV ₁ ) ² − (1.3V ₂ ) ² ) / (2 (x + Δx)) (2)

  The storage unit (memory) of the overspeed monitoring unit 21 stores the maximum speed pattern 31 and the first overspeed pattern 32 as described above.

  The above is the case where the car 1 is descending, but the first overspeed is similarly set when the car 1 is also ascending. That is, when the car 1 is located in a region between the upper terminal floor switch position and the upper terminal floor, and in a region from the lower terminal floor switch position to the lower terminal floor, the overspeed setting unit 25 includes the traveling direction detection unit 23. The first overspeed is set according to the detection result at.

  That is, when the car 1 is traveling from the lower terminal floor switch position toward the lower terminal floor, the first overspeed is set according to the first overspeed pattern 32 as described above. Conversely, when the car 1 is traveling from the lower end floor side toward the lower end floor switch position, the first overspeed takes a predetermined margin with respect to the maximum speed in the maximum speed pattern 31. Is set.

  Further, when the car 1 is traveling from the upper terminal floor switch position toward the upper terminal floor, a predetermined margin is set for the maximum speed pattern in the ascending operation. Further, when the car 1 is traveling from the upper terminal floor side toward the upper terminal floor switch position, the first overspeed has a predetermined margin with respect to the maximum speed in the maximum speed pattern in the ascending operation. Is set.

Note that the second overspeed pattern 33 set by the governor 13 is set with a predetermined margin between the maximum value of the first overspeed (for example, 1.. About 1 time). Furthermore, the second overspeed is a constant speed (V ₃ ) regardless of the car position.

  In such an elevator apparatus, since the overspeed monitoring unit 21 sets the overspeed independently from the operation control unit 8, the traveling speed of the car 1 has reached the overspeed regardless of the state of the operation control unit 8. Can be detected more accurately.

  Further, when the car 1 is located near the terminal floor, the first overspeed can be changed according to the traveling direction of the car 1. Therefore, when the car 1 starts running from the terminal floor, the car 1 can be run at a higher acceleration, and the operation efficiency can be improved. In addition, when the car 1 is traveling from the terminal floor switch position to the terminal floor toward the terminal floor, the first overspeed is set based on the first overspeed pattern having a predetermined deceleration. Therefore, the abnormality in the car speed can be detected earlier.

  Furthermore, since the car position detection unit 22 corrects the car position detection error based on the information from the terminal floor switches 18 and 19, the car position detection accuracy can be improved and the car braking operation can be performed more accurately. .

  Furthermore, since the overspeed monitoring unit 21 ignores minute changes in the traveling direction of the car 1 by providing a hysteresis element in the signal processing for detecting the traveling direction of the car 1, the traveling direction due to disturbance Thus, the traveling direction can be determined more accurately.

Further, the collision allowable speed of the counterweight 2 to the counterweight buffer 12 is defined as a first overspeed (V _{1 in} FIG. 3), and the counterweight buffer 12 and the top clearance dimension (the car 1 at the top floor position). By selecting the distance from the top of the car (including equipment on the car) to the top of the hoistway), the counterweight buffer 12 can be downsized. At this time, the car shock absorber 11 and the pit depth dimension may be selected by setting the allowable collision speed of the car 1 to the car shock absorber 11 as the second overspeed (V _{3 in} FIG. ₃ ).

Embodiment 2. FIG.
Next, FIG. 4 is a block diagram showing an elevator apparatus according to Embodiment 2 of the present invention. In the figure, the car 1 is equipped with an emergency stop device 41 that receives an emergency stop operation command signal from the overspeed monitoring unit 21 and performs a braking operation. The emergency stop device 41 has a braking piece (wedge member) that is operated by the input of an emergency stop operation command signal and pressed against the car guide rail 9.

  First and second overspeeds are set in the overspeed monitoring unit 21, and when the car speed reaches the first overspeed, a braking command signal is output to the brake unit 7, and the car speed is set to the second overspeed. When it reaches, an emergency stop operation command signal is output to the emergency stop device 41. The detection rope 15 is connected not to the emergency stop device 41 but to the car 1.

  FIG. 5 is a block diagram showing a main part of FIG. The overspeed setting unit 25 sets the first overspeed and the second overspeed based on the car position information from the car position detection unit 22 and the travel direction information from the travel direction detection unit 23. The comparison determination unit 26 compares the first overspeed and the second overspeed set by the overspeed setting unit 25 with the car speed detected by the car speed detection unit 24, and the presence / absence of an abnormality, that is, the car speed is determined. It is determined whether the first overspeed and the second overspeed are reached.

  When the car speed reaches the first overspeed, the braking command unit 27 generates a braking command signal and outputs it to the brake unit 7. When the car speed reaches the second overspeed, the braking command unit 27 generates an emergency stop operation command signal and outputs it to the emergency stop device 41.

  Next, a method for setting the second overspeed will be described. The first overspeed setting method is the same as in the first embodiment. FIG. 6 is a graph showing a traveling speed pattern and first and second overspeeds when the car 1 of FIG. 4 normally travels from the upper terminal floor to the lower terminal floor. The second overspeed is set like a second overspeed pattern 36 (two-dot chain line LMN). The second overspeed pattern 36 is set with a predetermined margin with respect to the first overspeed pattern 32 (for example, about 1.1 times the first overspeed pattern).

At this time, since the first overspeed decreases at a predetermined deceleration toward the lower terminal floor, the second overspeed also decreases toward the lower terminal floor. Therefore, the allowable collision speed of the car 1 to the car shock absorber 11 set at the second overspeed is V ₄ (V ₄ <V ₃ ).

  The storage unit (memory) of the overspeed monitoring unit 21 stores the maximum speed pattern 31, the first overspeed pattern 32, and the second overspeed pattern 36 as described above.

  In such an elevator apparatus, when the car 1 is located near the terminal floor, the second overspeed is set low, so that an abnormality in the car speed can be detected earlier.

Also, the car shock absorber is defined as a second overspeed (V _{4 in} FIG. 6), which is the allowable collision speed of the car 1 to the car shock absorber 11 and the allowable collision speed of the counterweight 2 to the counterweight shock absorber 12. 11, the car buffer 11 and the counterweight buffer 12 can be reduced in size by selecting the pit depth dimension, the counterweight buffer 12, and the top clearance dimension. Further, the installation space for the elevator apparatus can be reduced, and the maximum speed and acceleration / deceleration of the car 1 can be increased in the same space as the conventional one.

Embodiment 3 FIG.
Next, FIG. 7 is a block diagram showing an elevator apparatus according to Embodiment 3 of the present invention. In the figure, the governor 13 is provided with an overspeed detector (overspeed detection switch) 42. The overspeed detector 42 is mechanically operated to output a braking command signal when the car speed reaches a preset first overspeed.

  The braking command signals from the overspeed detector 42 and the overspeed monitoring unit 21 are output to the brake unit 7 through the OR circuit 43. That is, when a braking command signal is output from at least one of the overspeed detector 42 and the overspeed monitoring unit 21, the braking command signal is input to the brake unit 7. Other configurations are the same as those in the first embodiment.

  FIG. 8 is a graph showing a traveling speed pattern and first and second overspeeds when the car 1 of FIG. 7 normally travels from the upper terminal floor to the lower terminal floor. The setting of the first overspeed in the overspeed detector 42 is constant throughout the up-and-down stroke, as in a normal governor (one-dot chain line IJO).

  In such an elevator apparatus, since the first overspeed is monitored not only by the overspeed monitoring unit 21 but also by the governor 13 (overspeed detector 42), the power supply of the overspeed monitoring unit 21 is shut off. Even in such a case, the braking operation can be performed more accurately.

In the above example, the operation control unit 8 that controls the traveling of the car 1 with the variable maximum speed and the variable acceleration / deceleration according to the car load and the traveling distance is shown. However, in the elevator apparatus that does not change the maximum speed or the acceleration / deceleration. This invention can also be applied.
In the above example, the brake unit 7 that brakes the rotation of the drive sheave 5 is shown. However, the brake unit is not limited to this, and holds, for example, a car brake or a main rope mounted on the car. A rope brake or the like may be used.

Claims (6)

A car that is raised and lowered in the hoistway,
An operation control unit for controlling the operation of the car,
A car position detector for detecting the car position, a car speed detector for detecting the car speed, and a traveling direction detector for detecting the traveling direction of the car, and an overspeed and a car set according to the car position. An overspeed monitoring unit that compares the speed and generates a braking command signal to stop the car when the car speed reaches an overspeed;
An elevator apparatus comprising a brake unit that brakes the car in response to a braking command signal from the overspeed monitoring unit,
The overspeed monitoring unit sets an overspeed independently from the operation control unit, and when the car is located near the terminal floor, based on outputs of the car position detection unit and the traveling direction detection unit, Set different overspeed according to the traveling direction of the above car,
In addition, the overspeed monitoring unit detects that when the car is traveling near the terminal floor in the direction opposite to the terminal floor, the vehicle is overspeed compared to when the car is traveling near the terminal floor toward the terminal floor. Set high ,
Further, the overspeed monitoring unit sets an overspeed based on a maximum speed pattern that is a maximum value of a traveling pattern assumed when the car travels from one terminal floor to the other terminal floor,
The overspeed monitoring unit sets an overspeed with a predetermined margin with respect to the maximum speed pattern when the car is traveling near the terminal floor toward the terminal floor, and the car is terminated. When traveling outside the vicinity of the floor and when traveling in the direction opposite to the terminal floor in the vicinity of the terminal floor, a predetermined margin is provided for the traveling speed in the constant speed traveling region in the maximum speed pattern. An elevator apparatus characterized by setting an overspeed . A counterweight that is raised and lowered in the hoistway,
A car shock absorber that relieves shock when the car collides with the lower part of the hoistway; and a counterweight shock absorber that relieves shock when the counterweight collides with the lower part of the hoistway;
The overspeed monitoring unit sets an overspeed based on the maximum speed pattern and an allowable collision speed of the car and the counterweight to the car buffer and the counterweight buffer. The elevator apparatus according to claim 1 . A speed governor that mechanically detects that the car speed has reached an overspeed; and an emergency stop device that is mounted on the car and that operates when the speed governor detects the overspeed,
The overspeed detected by the overspeed monitoring unit is a first overspeed, and the overspeed detected by the governor is a second overspeed that is higher than the first overspeed. The elevator apparatus according to 1. The first overspeed is also detected by the governor, and when it is detected that at least one of the governor and the overspeed monitoring unit detects that the car speed has reached the first overspeed, the brake unit The elevator apparatus according to claim 3 , wherein a braking command signal is output to the elevator apparatus.   2. The elevator apparatus according to claim 1, wherein the overspeed monitoring unit ignores minute changes in the traveling direction of the car by providing a hysteresis element in signal processing for detecting the traveling direction of the car. . An emergency stop device mounted on the car and operating in response to an emergency stop operation command signal from the overspeed monitoring unit;
The overspeed monitoring unit sets a first overspeed that is a criterion for determining the output of the braking command signal and a second overspeed that is a criterion for determining the output of the emergency stop operation command signal,
When the car is traveling near the terminal floor toward the terminal floor, the first overspeed is set with a predetermined margin with respect to the maximum speed pattern, and the second overspeed is the second overspeed. 1 elevator apparatus according to claim 1, characterized in that it is set by taking a predetermined margin to overspeed.

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