JP6530995B2 - Elevator system - Google Patents

Description

The present invention relates to a safety system for elevators.

  In the conventional elevator, the elevator connected to the rope can be moved up and down by rotating the electric motor from the power converter and moving the rope in the vertical direction via the sheave connected to the electric motor. If a part of the drive system, such as the power converter, the motor, or the encoder connected to the motor, breaks down, the elevator stops. The stopped position of the elevator car is between the floors, and at this time, confinement occurs when the passenger is in the car. Since the car does not move in the locked state, the safety of the passengers can be secured but the passengers will feel uncomfortable.

  A method for rescuing a passenger trapped due to such a drive system failure is generally performed by a maintenance worker. In particular, when the weight in the car does not balance with the balance weight, the passenger can be moved to the nearest floor by using the imbalance with the balance weight by manually releasing the brake. Rescue. In addition, as another rescue method, a car was moved to the rescue exit provided in the hoistway to rescue the passenger instead of the nearest floor to rescue the passenger, or a normal adjacent car was stopped. For example, there is a rescue method of moving the passenger in the stopped car to the normal adjacent car side through the exit provided in the car by lying on the car.

  On the other hand, since the above method is performed after waiting for the maintenance worker to arrive, a waiting time occurs for the rescue of the passenger. As a method for solving this, there is disclosed a method for early rescue by using a dedicated terminal for automatically releasing the brake as disclosed in Patent Document 1.

WO 09/013821 pamphlet

  However, the technology of rescue operation disclosed in Patent Document 1 considers rescue to the nearest floor by releasing the brake, and depending on the structure of the building and the position of the elevator car, not the nearest floor but the other floors. Moving to a position may reduce the time to rescue the passenger. In order to reduce the discomfort of the passengers, it is psychologically safe that the time for rescue is short.

  An object of the present invention is to reduce passenger discomfort during open operation of a brake by shortening the time for rescue of a trapped passenger.

In order to solve the above problems, in an elevator system having an elevator controller for controlling the operation of an elevator and a safety controller independent of the elevator controller, the elevator controller is a rescue method based on information transmitted from the safety controller. And a rescue method determination unit for selecting a rescue method according to the rescue time, wherein the rescue time estimate unit comprises a model information database, and the model information database comprises manages and your speed management table or to manage the car speed for each load of each rescue methods, and maintenance personnel arrival time management table which manages the arrival time of each rescue method of maintenance personnel, the rescue position of the hoistway rescue location management table been stored, the Jer from the safety controller The information transmitted to the beta controller is the position information of the car and the speed information of the car, and the elevator controller receives the load information of the car from the balance sensor that measures the load of the car, and the rescue time estimation unit The actual rescue time obtained by dividing the distance between the current car position and the position of the rescue exit on the rescue position management table by the rescue operation speed under the current car load condition from the car speed management table and the car load information. The elevator system is characterized in that the sum of the arrival time of the maintenance staff stored in the maintenance staff arrival time management table is estimated as the rescue time for each rescue method .

  It is possible to shorten the rescue time, and to reduce the discomfort of the passengers.

BRIEF DESCRIPTION OF THE DRAWINGS The whole block diagram which shows 1st embodiment in this invention. FIG. 3 is a block diagram showing processing of a controller in the first embodiment. The example of the car speed management table which manages the average car speed Vi for each rescue method. The example of the maintenance worker arrival time management table which prescribes the maintenance worker arrival time Ti for every rescue method. The example of the rescue position management table which managed the position of the floor door and the position from the ground of the floor entrance. The example of the output result of the rescue prediction time calculated by the rescue time estimation process 33. FIG. The whole block diagram which shows 2nd embodiment in this invention. The block diagram which shows the processing of the controller in a second embodiment. The whole block diagram which shows 3rd embodiment in this invention.

Hereinafter, an embodiment will be described in detail with reference to the drawings.
FIG. 1 is an overall configuration diagram showing an elevator system in the first embodiment, and the movement of the elevator car 104 is controlled by an elevator controller 100. The elevator controller 100 includes a rescue time estimation unit 21 and a rescue method determination unit 20 in addition to the elevator control unit 2 that controls the operation of the elevator. Further, the elevator controller 100 is connected to the elevator group management device 105, and commands assignment when a call is generated to a car by the elevator group management device 105, and transmits and receives the position of the own car and other cars 201 and 202. doing.

  The car 104 moves in a hoistway formed in a building over a plurality of floors, and is connected to a weight for balancing with the car 104 called a counterweight via a rope. The car 104 is provided with a car side door that engages with the hall side door to open and close. The movement of the car 104 is performed by driving a sheave by the motor 103. Power for driving is supplied to the motor 103 by the power converter 101. The power converter 101 outputs power for controlling the motor in accordance with a car position control command of the elevator controller 100. Further, a pulse generator such as an encoder is attached to the motor 103, and the elevator controller 100 counts the pulses generated by the rotation of the motor 103 to thereby determine the speed of the motor 103, the moving direction, position and movement of the hoistway of the car 104. Calculate distance etc. When the elevator controller wants to brake the car, it outputs a brake power stop command (10) and a power supply (not shown). In response to these stop commands, the brake power supply operates the brake 102, and the power supply cuts off the power supply to the power converter 101, and the car 104 is braked. The brake power supply and the motive power supply are circuits composed of magnetic contactors called contactors.

  The scale sensor 4 is used to detect the number of passengers in the car. During normal operation, it is used to calculate the required torque to compensate for car and balance weight differences. When the floor surface of the car is metal, a method is used in which the weight is estimated from the amount of deflection of the floor surface of the car using a proximity sensor or the like provided on the car frame. The position sensor 5 is a door zone sensor that detects whether or not the elevator is in the open position by detecting the detection plate 6.

  The safety controller 1 is a controller that constitutes a safety system that brakes the car 104 by shutting off the brake power source and the power source independently of the elevator controller 100. The safety controller 1 has a configuration centered on a CPU (Central Processing Unit) that executes processing, and further includes a watchdog timer for detecting an abnormality of the CPU, and a circuit for monitoring a power supply abnormality. In addition, in order to detect a processing abnormality of the CPU, there may be a configuration in which mutual comparison is performed by doubling the CPU. The input of the safety controller 1 comprises means 7 for detecting the position, speed and acceleration of the car, a rescue operation start command 8 and means for detecting the operation of the safety device of the elevator. The means 7 for detecting the position, velocity and acceleration of the car is, for example, a pulse generator which outputs a pulse according to the position of the car, and in this embodiment, an encoder is attached to the governor. This is a means that can detect the absolute or relative position of the car, such as a type in which the movement of the car is detected by pressing the rollers directly on the guide rails, or a type in which the rails are magnetized and detected. Just do it. The rescue operation start instruction 8 is a command output from the elevator controller 100, and is transmitted to transmit the operation mode to the safety controller 1 when performing the rescue operation. The safety controller 1 having received the rescue operation start command 8 sets, for example, the threshold value of the overspeed to the speed for rescue operation (for example, a low speed such as 15 m / min) or detects a sudden acceleration change. Perform such setting changes during rescue operation such as The output of the safety controller 1 is composed of a brake power shutoff output 9, a power power shutoff output 10, and a car position and speed information output 22 detected by the safety controller. The brake power shutoff output 9 is an output for shutting off the brake power and operating the brake 102. Similarly, the motive power supply shutoff output 10 is an output for stopping the motor 103 by shutting off the power source of the power converter 10. Both outputs are used to brake the car. The car position and speed information output 22 is used to estimate an estimated arrival time at the time of rescue operation, which will be described later, and to calculate a desired car movement distance.

  FIG. 2 is a block diagram of the rescue time estimation unit 21. A method for estimating the time required for each rescue operation before performing the rescue operation will be described using this figure. The car position detection processing unit 30 receives the car position and speed information output 22 input from the safety controller, detects the car position of the own car in the current hoistway, and performs rescue time estimation processing for the detected car position Output to section 33. Similarly, the car speed detection processing unit 31 receives the car position and speed information output 22 input from the safety controller, detects the car speed of the own car in the current hoistway, and estimates the rescue time of the detected car speed. It is output to the processing unit 33. The load detection processing unit 32 detects the load in the car from the output of the balance sensor 4 and outputs the detected load to the rescue time estimation processing unit 33. The output of the load is output, for example, as a percentage that is a percentage of the load capacity of the car.

  The rescue time estimation processing unit 33 is a processing unit that predicts the time required for rescue in each rescue method, receives data information on the car position, the car speed, the in-car load, and the model, and outputs the predicted time in each rescue method Do. The calculation of the prediction time T is calculated by the following equation.

Here, T _i is the arrival time until the maintenance staff arrives at the site, L _i is the distance to the position for rescue, and V _i is the average car speed of the rescue method. Also, among the subscripts of each variable, i indicates the classification regarding the method of rescue, and j indicates the classification regarding the rescue position. The arrival time for maintenance personnel to arrive at the site depends on the rescue method, so they have the same subscript. For example, when passenger confinement occurs and is rescued, when moving the car by releasing the brake from the elevator controller 100, if it is possible to reach a rescueable position (floor door or rescue exit), the rest is Since the passengers can escape on their own, they can be rescued without waiting for maintenance personnel to arrive. In this case, Ti is 0, and thus Ti depends on the rescue method. The figure shows an example of selecting the average car speed V _i of each rescue method, the arrival time T _i before maintenance personnel arrive at the site, and the distance L _i to the position for rescue to calculate the prediction time T. 3 to 5. FIGS. 3 to 5 show an example of data held by the model information database (DB) 34.

FIG. 3 is a car speed management table for managing the average car speed Vi for each rescue method. When setting the average car speed V _i , the average car speed V _i is selected by referring to the table 61 based on the value detected by the load detection process 32. This table exemplifies three methods. No. The brake release in 1 is a method of exciting the brake contacts from the elevator controller or safety controller and releasing the brake pads, and using the difference in balance of the car and the balance weight, the car is freely dropped and moved. Since the acceleration due to free fall is large and other safety devices such as emergency stop devices may operate, the release is usually performed intermittently to prevent an increase in speed. No. The regenerative brake 2 is a method of controlling the speed of the car by obtaining a braking force by forming a closed circuit via a resistor in the motor and using the motor as a generator. The movement of the basket is no. The braking is performed with the above-mentioned regenerative brake using the balance difference of the car and the balance weight same as the release of the brake 1). No. The rescue by the other machine 3 is to move the car of the other car to the position of the machine which has failed and stopped using the elevator car position information shared via the elevator group management device 105 etc. It is a method. When there are multiple elevators, there are doors on the side of the car for rescue which are different from those for getting on and off, and they are used to rescue the passengers trapped in the stopped machine. Also, the table system is an example, and for example, the car speed may be controlled by intermittently releasing the brake. In that case, the average car speed may be set for each rescue method. Also, this table does not define the rescue method itself, because it registers the rescue method and uses the average speed of the rescue method. Also, the type of rescue method depends on the structure of the elevator. For example, rescue by regenerative braking can not be performed by itself if there is no circuit configuration for regenerative braking. As described above, when the rescue method depends on the model, the rescue method of the model is read from the model information database 34, and only the rescue method that can be implemented by the corresponding elevator is calculated.

FIG. 4 is a maintenance staff arrival time management table 62 which defines the maintenance staff arrival time Ti for each rescue method. Maintenance personnel time T _i until the arrival on the scene is selected by referring to the table 62. The values set in this table are set in consideration of, for example, the distance between the building to be installed and the maintenance management center where maintenance personnel are located, and the traffic condition. In addition, when maintenance is performed by a building manager or the like instead of the maintenance staff, the arrival time of the building manager or the like may be managed instead of the maintenance staff.

FIG. 5 is a rescue position management table 63 which manages the position of the floor door and the position of the floor opening from the ground. In the present embodiment, the position is managed starting from the floor door position on the first floor, but other positions may be used as the starting point. When calculating the distance to the position for rescue, the difference between the car position in the hoistway detected by the car position detection processing 30 and each rescueable position shown in the rescue position management table 63, Calculate the distance traveled to rescue. In addition, when calculating, it is calculated taking into consideration the movement direction restriction due to the load in the car. That is, when the load is 0%, since there is no car loading capacity, in the case of a normal elevator, the counterweight side is heavier and the car can move only in the upward direction. When the load factor of the car is 50% or more, the car moves only in the downward direction because the mass on the car side is heavy.

  FIG. 6 is an example 64 of the output result of the predicted rescue time calculated by the rescue time estimation processing 33. In FIG. FIG. 6 shows the case where the car position is at a position 10000 mm from the first floor and the load factor is 100%. Thus, calculation is performed as a matrix for the rescue method and the salvable positions, and the result is output. The rescue method determination unit 20 will be described. The rescue method determination unit 20 selects a method with the earliest rescue time based on the rescue prediction time calculated by the rescue time estimation unit 21, and performs an operation for the method and a position command for moving the car. The elevator control unit 2 is notified of a movement start command. According to this example, using the regenerative brake to move the car to the rescue exit on the second floor is the fastest rescue method. The elevator controller or the safety controller rescues the passenger by moving the car according to the rescue method selected based on the predicted time.

  In this case, all rescue methods have been described as practicable, but there is a possibility that it can not be implemented for a specific rescue method because of failure of parts or failure to confirm safety. In this case, a feasible rescue method will be identified, and the fastest rescue method among the feasible rescue methods will be selected. For example, basically, the rescue method determination unit 20 simply selects the method with the earliest rescue time, but excludes the method when there is a failure in the devices constituting the rescue method. Perform the process.

  According to the above configuration, the elevator controller estimates the rescue time for each rescue method, determines the shortest rescue time and the car position based on the rescue time, and moves the car to the car position. By doing this, it is possible to reduce the time for maintenance personnel to arrive at the site and shorten the rescue time, and it is possible to reduce the passenger's discomfort.

  FIG. 7 is an entire configuration view showing an elevator system in the second embodiment. The difference from FIG. 1 is that the elevator controller 100 has a rescue information transmission / reception unit 37, and the elevator system is connected to the maintenance management center 39. This connection is configured by communication such as the Internet line. In addition, the maintenance management center 39 has a rescue time estimation unit 21 and a rescue method selection unit 40 on the management system. The operation in the second embodiment will be described below using this figure. First, the rescue information transmitting / receiving unit 37 receives the car position and speed information output 22 inputted from the safety controller 1 and the load information in the car detected from the scale sensor 4 and collects those information to save information Communication output to the maintenance management center 39 side.

  A configuration example of the rescue information transmitting and receiving unit 37 is shown in FIG. The cycle in which the transmission process 41 is performed may be synchronized with the control cycle of the elevator controller, or may be transmitted at the timing when the elevator controller detects an abnormality. Further, the maintenance management center 39 may transmit a request for rescue information via the Internet line, and the elevator controller may receive the response and receive a response. After the maintenance management center 39 receives the rescue information, the rescue time estimation unit 21 calculates an estimated time for each rescue method. After that, the rescue time estimation unit 21 outputs the predicted time for each rescue method to the rescue method selection unit 40, and the maintenance worker in the maintenance management center 39 takes the required time to the location of the target elevator and the work for the rescue method Select a rescue method considering the time. The rescue method selection unit 40 transmits a command corresponding to the selected rescue method to the elevator controller 100 via the Internet line, and the elevator controller 100 or the safety controller 1 executes the selected rescue method.

  According to the above configuration, the elevator controller 100 transmits rescue information to the maintenance management center 39 via communication, and the maintenance management center 39 estimates rescue time using the rescue information, and maintenance is performed. When the worker selects the rescue method, the elevator controller 100 executes the operation for rescue. By doing so, it is possible to reduce the portion of the rescue time estimation unit for the software implementation on the elevator controller side, so that the present invention can be implemented without changing the hardware. In addition, since the maintenance management center can select the optimal rescue method in consideration of the situation up to the elevator installation location, there is a possibility that the rescue time can be shortened more quickly, and passenger discomfort can be reduced. It becomes.

  FIG. 9 is a block diagram showing a third embodiment of the present invention. Here, a maintenance console 42 is connected to the elevator controller 100. The maintenance console 42 may be connected by wired communication LAN, USB, SCI or the like, or may be connected by wireless communication Wifi or the like. The maintenance console 42 is a terminal that can be operated by persons other than the maintenance worker, and such a terminal may be used to practice the present invention. With such a configuration, for example, in the case of a failure causing confinement of a passenger, a manager of a building having the maintenance console 42 can connect the maintenance console 42 to the elevator controller 100 and select a rescue method. It becomes possible, and it becomes possible to rescue passenger confinement earlier by a person who notices a failure that causes passenger confinement earlier.

DESCRIPTION OF SYMBOLS 1 Safety controller 2 Elevator control part 4 Scale sensor 5 Position sensor 7 Means 20 for detecting the position, speed and acceleration of a car 20 Rescue method determination part 21 Rescue time estimation part

Claims (4)

An elevator controller to control the operation of the elevator,
In an elevator system having a safety controller independent of the elevator controller,
The elevator controller is a rescue time estimation unit that estimates a rescue time for each rescue method based on the information transmitted from the safety controller;
A rescue method determination unit that selects a rescue method according to the rescue time;
The rescue time estimation unit comprises a model information database,
Wherein the model information database, and your speed management table or to manage the car speed for each load of each rescue methods, and maintenance personnel arrival time management table for managing the arrival time of each rescue method of maintenance personnel, rescue of the hoistway rescue location management table for managing positions are stored,
The information transmitted from the safety controller to the elevator controller is car position information and speed information of the car,
The elevator controller receives load information of the car from a scale sensor that measures the load of the car;
The rescue time estimation unit determines the distance between the current car position and the position of the rescue outlet on the rescue position management table, based on the car speed management table and the load information of the car at the rescue operation speed under the current load condition of the car An elevator system characterized by estimating the sum of the divided actual rescue time and the arrival time of the maintenance staff stored in the maintenance staff arrival time management table as the rescue time for each rescue method. The elevator system according to claim 1, wherein
The elevator system, wherein the rescue method determination unit selects a rescue method with the shortest rescue time. The elevator system according to claim 1 or 2,
  An elevator system, wherein the rescue method determination unit executes rescue control according to the selected rescue method. In the elevator system according to claim 3,
  The rescue method determination unit and the rescue method selection unit are provided in the maintenance management center,
  The elevator controller has a rescue information transmission / reception unit that transmits car position information to a maintenance management center that remotely monitors elevator information;
  The elevator system, wherein the rescue method selection unit transmits a command to cause the rescue information transmission and reception unit to execute rescue control according to the selected rescue method.

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