JP6258066B2 - Elevator apparatus and pressure control method - Google Patents

Description

  The present invention relates to an elevator apparatus and an atmospheric pressure control method.

  In recent years, as the number of buildings rises, the lifting speed of an elevator device tends to increase. For example, a high-speed elevator device of about 1010 m / min has been put into practical use. In such a high-speed elevator apparatus with a long stroke, the air pressure in the car changes abruptly, which may give passengers discomfort such as ear clogging. Therefore, as a technique for relieving passengers' discomfort, techniques for controlling the air pressure in the car are disclosed in, for example, Patent Documents 1 to 4.

  Japanese Patent Application Laid-Open No. 2004-133620 discloses an elevator apparatus including a pressurizing blower that sucks outside air and discharges it into the car, and a decompression blower that sucks air inside the car and discharges it outside. A technique for switching between the operation of only the pressurizing fan and the operation of only the depressurizing fan according to the ascending / descending stroke is disclosed. According to this Patent Document 1, the passenger's discomfort can be alleviated by changing the pressure inside the car almost linearly.

  Further, in Patent Document 2, in an elevator apparatus provided with a pressure sensor in a passenger car, a technique for switching between an operation of only a pressurizing blower and an operation of only a pressure reducing blower based on a pressure detection signal output from the pressure sensor. Is disclosed. According to Patent Document 2, it is possible to optimize the atmospheric pressure in the car so that passengers do not feel uncomfortable.

  Patent Document 3 discloses an elevator device that controls a change in atmospheric pressure in a car in a staircase pattern. According to Patent Document 3, the passenger's discomfort can be quickly eliminated by allowing the passenger to fully recognize the change in pressure and giving swallowing time.

  Patent Document 4 discloses a technique for changing the number of rotations of a pressure blower and a pressure reduction blower in accordance with the lifting and lowering process of a car. According to Patent Document 4, it is possible to reduce a passenger's discomfort by relieving an abrupt change in atmospheric pressure in a car accompanying a change in the speed of a car that moves up and down.

Japanese Patent Laid-Open No. 10-182039 JP 2004-277150 A JP 2009-137737 A JP-A-11-171409

  However, in order to obtain a desired effect in the techniques described in Patent Documents 1 to 4, it is necessary to control the atmospheric pressure in the car with high accuracy, and there is a problem that the fan capacity increases when attempting to control with high accuracy. . In particular, since the blower has a lower deceleration performance than the acceleration performance due to the influence of inertial force, the blower capacity tends to be larger when selecting the blower capacity in accordance with the deceleration performance. As the blower capacity increases, the cost, mass and required current increase.

  The present invention has been made in view of the above points, and proposes an elevator apparatus and an atmospheric pressure control method capable of accurately controlling the atmospheric pressure in a car while suppressing the fan capacity.

In order to solve such a problem, in the present invention, in an elevator apparatus that controls the atmospheric pressure in the car, a pressurizing fan that pressurizes the air pressure in the car, and a decompression fan that depressurizes the air pressure in the car, , and a pressure gauge for measuring the air pressure in the elevator car and a processor for controlling the operation of the pressurizing blower and vacuum blower, the processor compares the measured by the target gas pressure and the pressure gauge to a predetermined pressure If there is an error in the pressure measured by the pressure gauge , create a correction pressurization operation command and correction decompression operation command to eliminate the error , and create the correction pressurization operation command and correction based on the use decompression operation command, pressurizing blower and vacuum the respective rotational speed of the rotational speed and the vacuum blower for pressurization blower as a predetermined rotational speed that is between the maximum rotational speed and the minimum speed And executes a control for operating both the blower at the same time.

In order to solve such a problem, according to the present invention, in an air pressure control method for an elevator apparatus that controls the air pressure in the car, the elevator apparatus includes a pressurizing blower that pressurizes the air pressure in the car, a vacuum blower to the air pressure reduced pressure, and a pressure gauge for measuring the air pressure in the elevator car and a processor for controlling the operation of the pressurizing blower and vacuum blower, processor, the target gas pressure and a predetermined pressure First, a correction pressurization operation command and a correction decompression operation command for eliminating the error are generated when an error occurs in the atmospheric pressure measured by the pressure gauge by comparing with the atmospheric pressure measured by the gauge . a step of, based on the correction for pressurized operation command and the correction vacuum operation command created, up to the respective number of revolutions of the rotational speed and the vacuum blower of the pressurizing blower speed and the minimum Characterized in that it comprises a second step of executing a control for operating simultaneously both pressurizing blower and vacuum blower as a predetermined rotational speed that is between the rotation number.

  ADVANTAGE OF THE INVENTION According to this invention, the atmospheric | air pressure in a passenger car can be accurately controlled, suppressing a fan capacity.

It is a whole block diagram of the elevator apparatus in this Embodiment. It is a conceptual diagram which shows target atmospheric pressure. It is a key map showing other target atmospheric pressure. It is a conceptual diagram which shows a contribution rate. It is a flowchart which shows an atmospheric pressure control process.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows an overall configuration of an elevator apparatus 1 according to the present embodiment. The elevator apparatus 1 includes a control device 10, a car 20, a pressure blower 30, and a pressure reduction blower 40. Here, the control device 10 is a control board that controls the operation of the pressure blower 30 and the pressure reduction blower 40, and includes the processor 11.

  The processor 11 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like (not shown). Various information and various programs are stored in the RAM and ROM. Various information includes a target atmospheric pressure P1 and a contribution rate C1, and various programs include an operation command generation unit 12 and a correction operation command generation unit 13.

  The target atmospheric pressure P1 is information indicating the target atmospheric pressure in the car 20. In practice, this is information on the differential pressure inside and outside the target car 20, but here it will be described as “atmospheric pressure” for convenience of explanation. With respect to the target atmospheric pressure P1, for example, when the car 20 rises from the first floor to the 50th floor at high speed, the atmospheric pressure in the car 20 changes.

  At this time, the air pressure in the car 20 is controlled by using the pressurizing blower 30 and the decompression blower 40 in order to obtain a desired air pressure that does not cause discomfort to the passenger. The target atmospheric pressure P1. A specific example of the target atmospheric pressure P1 will be described later (FIG. 2).

  The contribution rate C1 eliminates the error if the actual atmospheric pressure has an error when the target atmospheric pressure P1 is compared with the actual atmospheric pressure (the atmospheric pressure measured by the differential pressure gauge 21) (match the target atmospheric pressure P1). Therefore, in the present embodiment, the pressurization blower 30 and the decompression blower 40 are operated at the same time. This is information defining the operating ratio of the pressurization blower 30 and the decompression blower 40 at this time.

  For example, when the actual atmospheric pressure in the car 20 is higher than the target atmospheric pressure P1 by 10 hPa, the contribution rate C1 needs to be controlled so that the actual atmospheric pressure approaches the target atmospheric pressure P1. When the operating ratio of the pressure blower 30 and the pressure reducing blower 40 at the time when the error occurs is 9: 1, the operation ratio is 7: 3, for example, in order to eliminate the error (here, the pressure is reduced by 10 hPa). The contribution ratio C1 defines that the rotational speed of the pressurizing blower 30 is reduced and the rotational speed of the decompression blower 40 is increased so that. A specific example of the contribution rate C1 will be described later (FIG. 3).

  The driving command creation unit 12 is a program that creates a driving command based on the target atmospheric pressure P1 so that the actual atmospheric pressure in the car 20 matches the atmospheric pressure indicated by the target atmospheric pressure P1. For example, when the operation command creating unit 12 intends to pressurize and control the atmospheric pressure in the car 20 at a certain time based on the target atmospheric pressure P1, it converts the pressurized air pressure (hPa) into a rotation speed (for example, Hz). Then, a pressurizing operation command for instructing operation based on the converted rotational speed is created.

  If there is an error based on the target atmospheric pressure P1 and the actual atmospheric pressure measured by the differential pressure gauge 21, the correction operation command creation unit 13 converts the atmospheric pressure (hPa) corresponding to the error to the rotation speed (eg, Hz). It is a program to convert. Further, the correction operation command creation unit 13 divides the number of rotations corresponding to the converted error into a pressurization operation and a depressurization operation based on the contribution rate C1, and adds a correction pressurization operation command to the pressurization operation command. This is a program for creating a correction decompression operation command to be added to the decompression operation command.

  For example, the correction operation command creating unit 13 determines that the air pressure in the car 20 at a certain time is higher than the target air pressure P1 by 10 hPa based on the target air pressure P1 and the air pressure of the differential pressure gauge 21, and an error occurs. Converts 10hPa for error into, for example, 10Hz, and divides 10Hz into -7Hz for pressurization and + 3Hz for depressurization based on contribution rate C1, and creates correction pressurization operation command and correction decompression operation command respectively. To do.

  The processor 11 adds the correction pressurization operation command and the correction decompression operation command created by the correction operation command creation unit 13 to the pressurization operation command and the decompression operation command created by the operation command creation unit 12, respectively. The operation command after the addition is output to each of the pressurization blower 30 and the decompression blower 40.

  The car 20 is a box-shaped car in a general elevator device, and moves up and down in the hoistway at high speed. A differential pressure gauge 21 is installed in the car 20. The differential pressure gauge 21 is a device that measures the differential pressure inside and outside the car 20, and the measured differential pressure is output to the processor 11 as information on the actual atmospheric pressure inside the car 20.

  The pressurizing blower 30 is installed in the vicinity (for example, the ceiling) of the car 20, and pressurizes the air pressure in the car 20 by sucking the air outside the car 20 and discharging it into the car 20. It is a blower. The pressurization blower 30 operates based on the pressurization operation command created by the operation command creation unit 12 and the correction pressurization operation command created by the correction operation command creation unit 13.

  The decompression blower 40 is installed in the vicinity of the car 20 (for example, the ceiling), and sucks the air in the car 20 and discharges it outside the car 20 to depressurize the air pressure in the car 20. It is a blower. The decompression blower 40 operates based on the decompression operation command created by the operation command creation unit 12 and the correction decompression operation command created by the correction operation command creation unit 13.

  FIG. 2 is a conceptual diagram of the target atmospheric pressure P1. The target atmospheric pressure P1 indicates the atmospheric pressure in the car 20 that is the target when the car 20 performs a certain operation (for example, an operation that rises from the first floor to the 50th floor). Here, the target atmospheric pressure P1 rises from time t0 to t1, falls from time t1 to t2, reaches 0 hPa at time t2, further falls from time t2 to t3, rises from time t3 to t4, and rises at time t4. It is predetermined to be 0 hPa.

  FIG. 2 shows a conceptual diagram of the pressure-side target pressure P2 and the pressure-reduction-side target pressure P3 for realizing the target pressure P1. The pressure-side target pressure P2 is the pressure in the car 20 that is obtained when only the pressure blower 30 is operated to achieve the target pressure P1, and the pressure-reduction target pressure P3 is the target pressure P1. Assuming that only the pressure reducing blower 40 is operated, the atmospheric pressure in the car 20 is obtained. By combining the pressure-side target pressure P2 and the pressure-reduction target pressure P3, the target pressure P1 is realized.

  Therefore, in the case of FIG. 2, it is shown that the target atmospheric pressure P1 is to be realized by operating only the pressurizing blower 30 and increasing the number of revolutions during the time t0 to t1. Further, from time t1 to time t3, the rotation speed of the pressure blower 30 is decreased, and the operation of the pressure reduction blower 40 is started at time t1 to increase the rotation speed, thereby achieving the target pressure P1. It has been shown that Further, it is shown that the operation of the pressurizing blower 30 is stopped at time t3, and the target pressure P1 is being achieved by reducing the rotational speed of the decompression blower 40 from time t3 to t4.

  Conventionally, when pressurizing and controlling the atmospheric pressure in the car 20, only the pressurizing fan is operated, and when controlling the depressurization, only the depressurizing fan is operated. For example, when the target atmospheric pressure P1 shown in FIG. 2 is to be realized, the operation of the pressure blower is started at time t0, the rotational speed is increased from time t0 to t1, and the rotational speed is decreased from time t1 to t2. The operation is stopped at time t2, the blower for decompression is started at time t2, the rotational speed is increased from time t2 to t3, the rotational speed is decreased from time t3 to t4, and the operation is performed at time t4. It has stopped.

  That is, conventionally, there is no period in which the pressurization blower and the decompression blower are operated at the same time. Therefore, when the pressure control is performed with high accuracy, the blower capacity increases. In the present embodiment, by simultaneously operating the pressurization blower 30 and the decompression blower 40 during the period of time t1 to t3, it is possible to improve the response performance particularly when decompressing. Therefore, the air pressure in the car 20 can be accurately controlled while suppressing the fan capacity. 2 illustrates the operation at the time of depressurization. However, the pressurization blower 30 and the depressurization blower 40 can be used at the time of pressurization by operating in the opposite manner to those of FIG. is there.

  FIG. 3 shows a conceptual diagram of another target atmospheric pressure P11. The target atmospheric pressure P11 is different from the target atmospheric pressure P1 shown in FIG. 2 in that the target atmospheric pressure in the passenger car 20 changes stepwise (or saw-like) when the passenger car 20 performs a certain operation.

  The change tendency of the target pressure P11 (the tendency to reduce the pressure after being initially pressurized) is the same as the target pressure P1 shown in FIG. Further, when the target pressure P11 is to be realized, the pressurization blower 30 and the pressure reduction blower 40 are simultaneously operated in the same manner as when the target pressure P1 shown in FIG. 2 is to be realized. The processor 11 operates the pressurization blower 30 and the decompression blower 40 so that the air pressure in the car 20 matches the target air pressure P1 or P11 based on the target air pressure P1 or P11 as shown in FIGS. Can be controlled.

  FIG. 4 is a conceptual diagram of the contribution rate C1. The contribution rate C1 is when the atmospheric pressure in the car 20 is controlled to be equal to the target atmospheric pressure P1 (or P11), and the car is compared when the target atmospheric pressure P1 and the atmospheric pressure in the car 20 are compared. When there is an error in the atmospheric pressure within the pressure 20, the operating ratio between the pressure blower 30 and the pressure reduction blower 40 is defined to eliminate the error.

  Here, the contribution rate C1 is defined such that the pressure side contribution rate is 90% and the pressure reduction side contribution rate is 10% constant over time t0 to t1, and then the pressure side contribution rate is lowered over time t1 to t2. The pressure side contribution rate is specified to be increased, each contribution rate is specified as 50% at time t2, and then the pressure side contribution rate is further decreased and the pressure reduction side contribution rate is further increased from time t2 to t3. From time t3 to time t4, it is shown that the pressure-side contribution ratio is constant and 10% and the pressure-reduction side contribution ratio is 90%.

  When there is an error in the atmospheric pressure in the car 20 as compared with the target atmospheric pressure P1, the air pressure in the car 20 is controlled by controlling the operation of the pressurizing fan 30 and the depressurizing fan 40 based on the contribution rate C1. Can be corrected to match the target atmospheric pressure P1 again. That is, by executing the atmospheric pressure control based on the contribution ratio C1, it is possible to improve the correction speed (response performance) when an error occurs in the actual atmospheric pressure.

  FIG. 5 shows a procedure of the atmospheric pressure control process. This atmospheric pressure control process is executed by the processor 11 in response to the start of a certain operation (an operation of ascending or descending) of the car 20. In practice, this atmospheric pressure control process is performed in cooperation with the CPU in the processor 11 and various types of information (target atmospheric pressure P1, contribution rate C1) and various programs (operation command generation unit 12, correction operation command generation unit 13). Although executed, for the sake of convenience of explanation, the processing subject will be described as the processor 11.

  First, the processor 11 outputs to the pressurizing blower 30 based on the target pressure P1 so that the pressurizing blower 30 forms the pressurizing side target pressure P2 while the decompressing blower 40 forms the decompression side target pressure P3. A pressure operation command for output and a pressure reduction operation command for output to the pressure reduction blower 40 are respectively created (SP1).

  Next, the processor 11 outputs the pressurization operation command and the decompression operation command created in step SP1 to the pressurization blower 30 and / or the decompression blower 40 (SP2). At this time, depending on the time, the processor 11 outputs only the pressurization operation command to the pressurization blower 30, outputs the decompression operation command to the decompression blower 40, or pressurization operation command and decompression operation command. Both of these may be simultaneously output to the pressurization blower 30 and the decompression blower 40, respectively.

  Next, the processor 11 monitors the actual atmospheric pressure in the car 20 based on the atmospheric pressure measured by the differential pressure gauge 21 (SP3), and determines whether or not there is an error in the atmospheric pressure monitored with respect to the target atmospheric pressure P1. Judgment is made (SP4).

  If the processor 11 obtains a negative result in the determination at step SP4, it determines whether or not to continue the atmospheric pressure control (SP8). If the processor 11 obtains a negative result in the determination at step SP8, it ends this process. The case where the atmospheric pressure control is not continued is, for example, a case where the operation of raising or lowering the car 20 is finished and the car 20 is stopped.

  On the other hand, when the processor 11 obtains a positive result in the determination at step SP8, the processor 11 proceeds to step SP3 and again monitors the atmospheric pressure in the car 20 (SP3) to continuously execute the atmospheric pressure control (SP3). It is determined whether or not there is an error in the atmospheric pressure (SP4).

  If the processor 11 obtains a positive result in the determination at step SP4, it converts the atmospheric pressure corresponding to the error into a rotational speed (SP5). For example, when the actual atmospheric pressure in the car 20 monitored by the differential pressure gauge 21 is 10 hPa higher than the target atmospheric pressure P1, the processor 11 determines that the error is 10 hPa, and the atmospheric pressure 10 hPa corresponding to the error is determined as the rotational speed of the blower ( For example, 10 Hz).

  Next, the processor 11 divides the number of rotations corresponding to the converted error into a pressurization operation and a decompression operation based on the contribution rate C1, and adds them to the correction pressurization operation command and the decompression operation command for addition to the pressurization operation command. A correction decompression operation command is created for each (SP6). The processor 11 adds the operation command for correction created in step SP6 to the operation command created in step SP1 and outputs it (SP7).

  For example, if there is an error that the atmospheric pressure in the car 20 is higher than the target atmospheric pressure P1 by 10 hPa, the processor 11 converts 10 hPa for the error to, for example, 10 Hz, and then converts the error to 10 Hz based on the contribution rate C1 in step SP6. Is divided into -7 Hz for pressurization and +3 Hz for depressurization, and a correction operation command is created. Then, the processor 11 adds this to the operation command and outputs it in step SP7.

  Then, the processor 11 determines whether or not to continue the atmospheric pressure control (SP8), and if an affirmative result is obtained in the determination of step SP8, the processor 11 proceeds to step SP3 and continuously executes the atmospheric pressure control, and the determination of step SP8. If a negative result is obtained, the process is terminated.

  As described above, according to the elevator apparatus 1 of the present embodiment, when the car 20 performs an operation, the operation of only the pressurizing blower 30 and the decompression blower 40 are performed in order to realize a predetermined target atmospheric pressure P1. Since the control for switching between only the operation and the control for operating both of the fans at the same time is executed, for example, the control for alternately switching the operation of only the pressurizing fan 30 or the operation of only the depressurizing fan 40 is performed. The response performance (particularly the decompression performance) can be improved as compared with the case where only execution is performed. Therefore, the air pressure in the car 20 can be accurately controlled while suppressing the fan capacity.

  When there is an error in the actual atmospheric pressure in the car 20 as compared with the target atmospheric pressure P1, the operation commands for the pressurizing blower 30 and the decompressing blower 40 are corrected based on a predetermined contribution rate C1. As a result, for example, when an error has occurred, compared with a case where control for stopping either the operation of the pressurizing blower 30 or the operation of the decompression blower 40 is executed in order to eliminate the error, it is abrupt. The air pressure in the car 20 can be brought close to the target air pressure P1 without any change in air pressure.

  In the present invention, a differential pressure gauge is used as the pressure gauge. However, a pressure gauge for measuring the pressure outside the car and a pressure gauge for measuring the pressure inside the car are provided, and the processor 11 determines the output signal from both. The atmospheric pressure control of the present invention may be performed.

DESCRIPTION OF SYMBOLS 1 Elevator apparatus 10 Control apparatus 11 Processor 12 Operation command preparation part 13 Correction operation command preparation part P1 Target atmospheric pressure C1 Contribution 20 Car 30 Pressurization blower 40 Depressurization blower

Claims (4)

In the elevator device that controls the atmospheric pressure in the car,
A pressurizing blower for pressurizing the air pressure in the car;
A pressure reducing blower for reducing the pressure in the car;
A processor for controlling operations of the pressure blower and the pressure reduction blower;
A pressure gauge for measuring the pressure in the car ,
The processor is
By comparing the measured pressure to a predetermined target air pressure by the pressure gauge, when an error in air pressure measured by said pressure gauge is occurring, pressure operation for correction for eliminating the error Create a command and correction decompression operation command ,
Based on the reduced pressure operation command for the front Symbol correction for pressurized operation command and the correction created, the pressurizing blower speed and the rotational speed of each the maximum speed and minimum speed and of the pressure reducing blower elevator apparatus characterized by performing a control for operating simultaneously both before Symbol pressurizing blower and the vacuum blower as a predetermined rotational speed in between. The processor is
When there is an error in the atmospheric pressure measured by the pressure gauge, both the pressurization blower and the decompression blower are simultaneously used so that the total operating ratio of the pressurization blower and the decompression blower is 100%. The elevator apparatus according to claim 1, wherein control for driving is executed . The target atmospheric pressure is
The elevator apparatus according to claim 1 or 2, wherein the elevator apparatus changes with time, and the shape of the change is a wave shape, a staircase shape, or a saw shape. In the method of controlling the atmospheric pressure of the elevator apparatus that controls the atmospheric pressure in the car,
The elevator device is
A pressurizing blower for pressurizing the air pressure in the car;
A pressure reducing blower for reducing the pressure in the car;
A processor for controlling operations of the pressure blower and the pressure reduction blower;
A pressure gauge for measuring the pressure in the car ,
The processor is
By comparing the measured pressure to a predetermined target air pressure by the pressure gauge, when an error in air pressure measured by said pressure gauge is occurring, pressure operation for correction for eliminating the error A first step of creating a command and a correction decompression operation command ;
Based on the reduced pressure operation command for the front Symbol correction for pressurized operation command and the correction created, the pressurizing blower speed and the rotational speed of each the maximum speed and minimum speed and of the pressure reducing blower pressure control method characterized by a second step of performing a control for operating simultaneously both before Symbol pressurizing blower and the vacuum blower as a predetermined rotational speed in between.

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