JPH0780658B2 - Elevator equipment - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an elevator device, and more particularly, to an elevator device capable of stably supporting and supporting an elevator car.

[Prior Art] As a conventional technology relating to the guide support of an elevator car, for example, the technology described in Japanese Patent Publication No. 58-39753 is known. In this conventional technique, a non-contact magnetic guide is installed so as to face a guide rail, the attraction force of the magnetic guide is controlled so that the gap between the two becomes constant, and the guide roller used until then is unnecessary, The vibration noise caused by the rotation of the roller can be eliminated.

Further, as another conventional technique, for example, a technique described in Japanese Patent Laid-Open No. 63-87482 is known. This prior art performs magnetic guide control, but instead of paying attention to the gap between the guide rail and the magnetic guide, a vertical reference body is separately provided in the hoistway for gap control. The feedforward control of the magnetic guide based on the vertical reference body reduces the influence of guide rail imperfections.

Further, as another conventional technique, for example, Japanese Patent Laid-Open No. 62-74897.
The technique described in the publication is known. According to this conventional technique, the car is accurately adapted to the track of the guide rail by controlling the guide sliding portion to follow the learning control.

[Problems to be Solved by the Invention] In the first prior art, since the gap between the non-contact magnetic guide and the guide rail is controlled to be constant, there is irregularity in the installation of the guide rail. However, there is a problem that the car shakes laterally due to the influence.

In addition, the second conventional technique has a problem that a vertical reference body must be separately provided, and when the building shakes due to wind or the like, the building and the vertical reference body do not always have the same shake. For this reason, there is a problem in that the car and the guide rail are unnecessarily separated from each other, or are in contact with each other on the contrary.

Furthermore, since the third conventional technique is premised on the use of a sliding device, sliding noise remains during elevator travel, and feedforward control is performed based on test run data. For example, there is a problem that it is difficult to say that it is not possible to completely eliminate the lateral vibration because it is not possible to deal with the influence of the unbalanced load on the passenger in the car.

An object of the present invention is to solve the above-mentioned problems of the prior art and to provide an elevator device capable of guiding an elevator car without being affected by improper installation of guide rails.

[Means for Solving the Problems] In an elevator device including a guide device provided on a car so as to face a guide rail installed in a hoistway, and a distance between the guide device and the guide rail being controlled. , Means for determining the horizontal reference position as the distance from the guide rail based on the information after completion of door closing before departure of the elevator on the departure floor prior to one operation of the elevator, and provided in the car, A means for detecting a horizontal displacement for each predetermined short time when the car is traveling,
Based on the displacement in the horizontal direction, there are provided means for correcting the reference position every predetermined short time and means for controlling the distance between the guide rail and the corrected reference position. Achieved by

[Operation] The guide device operates so as to control the distance relationship with the guide rail so that the absolute position of the car in the horizontal plane becomes substantially constant. According to the present invention, the absolute position of the car can be controlled so as to be a substantially constant position by this, and the lateral shake of the car can be sufficiently prevented.

[Embodiment] An embodiment of an elevator apparatus according to the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a diagram showing an overall configuration of an elevator apparatus to which the present invention is applied, FIG. 2 is a perspective view showing a configuration of a pair of magnetic guides, and FIG. 3 is a diagram illustrating control of the magnetic guides. FIG. 5 is a diagram showing an example of the state of the guide rail, and FIG. 5 is a flow chart for explaining the operation of one embodiment of the present invention. First
In FIG. 3 to FIG. 1, 1 is a car, 2 is a car frame, 3 is a guide control device, 4-1 and 4-2 are guide rails, 5 is a rope, 6 is a bracket, 7 is a shaft wall surface, and 8 is a contact. line,
9 is a magnetic guide, 9-1, 9-2, 9-4, 9-5, 9
-7 is an electromagnetic coil, 9-3, 9-6, 9-9 are iron cores, 9
-10 and 9-11 are air gap detectors, 9-12, 9-14 and 9-15 are support plates, 10 is a control amplifier, and M1 to M3 are electromagnets.

As shown in FIG. 1, the elevator device to which the present invention is applied is supported by a car frame 2 between two guide rails 4-1 and 4-2 fixed to a shaft wall surface 7 by a bracket 6. The car 1 is guided by a magnetic guide 9, suspended by a rope 5, and movable in the vertical direction by a drive device (not shown).

The magnetic guide 9 is connected to a guide control device 3 for controlling the magnetic guide 9 via a communication line 8 such as current supply and sensor feedback, so that the car 1 and the guide rails 4-1 and 4-2 are connected. Guide control along. In the illustrated example, four sets of the magnetic guides 9 are provided above and below and to the left and right of the car.

Next, a set of magnetic guides 9 will be described with reference to FIG.

The magnetic guide 9 includes electromagnetic coils 9-1 and 9-2 and an iron core 9-.
3 and a gap detector 9-10 as a set of electromagnet M1 and electromagnets M2 and M3 having the same configuration.
~ M3 fixed to the support frame 2 of the car 1 support plate 9-1
2, 9-14, 9-15. The magnetic guide 9 has the above-described configuration and is used for the guide rail 4
The electromagnetic force is generated in three directions with respect to, the attraction force is applied to the guide rail 4, and the attraction force is controlled to perform non-contact guidance along the guide rail 4 of the car 1.

In the magnetic guide 9 as described above, for example, the guidance in the left-right direction of the car, that is, the guide rail direction is performed by the electromagnet M1 (electromagnetic coil 9) facing in the guide rail direction.
-1, 9-2 and iron core 9-3). Further, the non-contact guide of the car in the front-rear direction is performed by an electromagnet M2 composed of electromagnetic coils 9-4 and 9-5 and an iron core 9-6.
And the guide rails 4 are sandwiched between the electromagnets M3, which are opposed to each other.

The control of the electromagnetic force of these electromagnets M1, M2, M3 is performed by a control amplifier 10 as shown in FIG. 3, which controls the gap between the electromagnets M1, M2, M3 and the guide rail.

That is, the control amplifier 10 receives the gap command 11 and the feedback signal by the gap signal 12 between the guide rail 4-1 and the electromagnet detected by the gap detector, and gives the magnet control signal 13 to the electromagnet to control the gap. To do.

Further, the magnet control signal 13 is detected by the current detector 14,
The current feedback signal 15 is fed back to the control amplifier 10. The control amplifier 10 thereby controls the magnetic guide, but by further feeding back the displacement acceleration and the like, the control performance can be improved.

Although the control of one electromagnet has been described above, the same control is performed for the other electromagnets, and the control is performed for each magnetic guide in the same manner as described above. On the other hand, it is guided in a non-contact manner by electromagnetic force.

The present invention provides a guidance control device with a gap command 11 so that the absolute position of the car 1 in the horizontal plane becomes substantially constant, and then performs the guidance control. A simple creation method will be described.

First, the direction perpendicular to the boarding direction into the elevator car, that is, the YY 'direction (the direction in which the door opens and closes) shown in FIG. 2 will be described.

As the guide rail irregularity in this direction, as shown in FIG. 4, it is possible that the guide rail is not completely vertical and spreads outward in the central portion.

In the case of such a guide rail, as in the case of the prior art, if the elevator is operated under the control of keeping the gap constant, both gaps become wide near the middle floor, so the control device brings the gap close to the target value. Therefore, an excessive current is applied to the coil, causing the coil to overheat, or
The operating point of the device enters the saturation region of the coil, and the gap control cannot be performed in a sufficiently stable state.

Therefore, in an embodiment of the present invention, in order to prevent such a situation as described above, the gaps Δ1 and Δ2 are calculated while the car is running, and the left and right sides of the car are positioned so that the car is positioned at the center of the guide rail. As the gap command Δ of (Δ1 + Δ
2) / 2 is used.

The flow of this gap command creation program is shown in FIG. 5, which will be described below.

This program is started at a predetermined cycle, and the gap command Δ created by the processing of this program
Is used as a gap command for two guides in the YY 'direction of the two sets of magnetic guides provided on the upper part of the car.

(1) First, the left and right gaps Δ1 and Δ2 in the Y-Y ′ direction are read (steps P101 and P102).

(2) Next, the read left and right gaps Δ1 and Δ2
Thus, the calculation of the average of the left and right gaps Δ = (Δ1 + Δ2) / 2 is performed to create the gap command Δ (step P10).
3).

(3) The gap command Δ is sent to the control device for the two sets of magnetic guides described above to control the position of the car through the magnetic guides (step P104).

As a result, it is possible to control the position of the upper part of the car.

This gap command Δ can also be used as a command for the guide under the car, in which case the program P1
Only one set of 00 needs to be provided. However, if you want to perform more detailed and highly accurate car position control,
The same program may be provided separately for the lower part of the car and the upper part of the car, and may be independently controlled.

Since the embodiment of the present invention performs the control as described above, when the gap is widened, the gap command can be changed according to the widening of the gap, and an excessive suction force is applied to the coil of the magnetic guide. It is possible to obtain an effect that a current for driving the coil is not passed, and the temperature rise of the coil and the current capacity of the power feeding device can be set low.

At the same time, in the embodiment of the present invention, since the gap command is changed with the movement of the car as described above, the absolute position of the car in the horizontal direction is substantially constant, that is, the car has a predetermined absolute position. Can be kept in the reference position,
It is possible to obtain an effect that the car is not affected by the irregularity of the guide rail.

In the case of the example shown in FIG. 4, since the rail irregularity is symmetrical, the gap command is created by taking the average of the left and right gaps as described in the flow of FIG. By controlling the position of the car, the absolute position of the car could be controlled to be almost constant.

However, as shown in FIG. 6 (a), when the rail irregularity is asymmetrical, two gaps are averaged to create a new gap command, and this is used for control. If such control is performed, some improvement in performance can be achieved, but this is not sufficient, and the car moves while traveling as shown by the dotted line in Fig. 6 (a). The displacement as shown in FIG. 6 (b) is generated, which causes lateral shake.

Therefore, next, as described above, even if the guide rail is not symmetrical to the left and right, without being affected by the rail irregularity,
A control method capable of performing stable car guidance control will be described with reference to FIG.

This method detects gaps Δ10 and Δ20 between the car and the rail when the elevator starts, creates a reference position based on this, and also stores this gap, and sets it in the car at regular intervals. In addition, the accelerometer output αYY ′ in the YY ′ direction is integrated twice to obtain the displacement amount ΔYY ′ in the YY ′ direction, and based on this value and the gaps Δ10 and Δ20 when the elevator starts. , Instantaneous gap command value Δ ′ ₁ (= Δ10−ΔY
Y ′), Δ ′ ₂ (= Δ20 + ΔYY ′) are obtained, and the magnetic guide is controlled by this command value. With such control, even if there is an asymmetrical rail irregularity as shown in FIG. 6, it is possible to perform stable elevator car guidance control without being affected by the rail irregularity.

Note that, in the case of the example shown in FIG. 6, since the elevator starts from the lowest floor and performs the ascending operation, Y- of the lowest floor is used as the initial gap data for creating the reference position. Left and right gap data in Y'direction Δ10, Δ
Although 20 was used, the starting floor for the initial gap data may be any floor.

FIG. 7 is a flowchart for explaining the operation of the embodiment according to the above-mentioned control method, which will be described below.

(1) By the initial gap value detection process P200, the initial value of the gap in the YY 'direction when the elevator starts is calculated once, and this value is stored in the memory (step P20).
1).

This task P200 is 1 when you leave the elevator car
Only once, after the car has departed, a specific gap command is created by the gap command creation process P300 using an accelerometer. This task P300 is activated at predetermined time intervals as in the gap command creation P100 described above.

(2) First, the acceleration αYY ′ in the YY ′ direction is read, and then αYY ′ is integrated twice, and the displacement Δ in the YY ′ direction is calculated.
YY 'is calculated (steps P301 and P302).

(3) Based on the displacement ΔYY ′ obtained in step P302 and the gap initial values Δ10 and Δ20 at the start of operation, Δ ′ ₁ = Δ10−ΔYY ′ Δ ′ ₂ = Δ20−ΔYY ′ is calculated, and the gap command is issued. Δ ′ ₁ and Δ ′ ₂ are calculated (step P303).

That is, in the above description, the task P200 constitutes means for determining the horizontal reference position as the distance between the guide rail and the task P300, together with the air gap detector, at a predetermined short time with traveling of the car. It constitutes a means for detecting the horizontal displacement of the. Furthermore, the task P300 also constitutes means for correcting the reference position at every predetermined short time.
Then, the control amplifier 10 for controlling the electromagnet by signals from these means constitutes a means for controlling the distance between the guide rail and the correction reference position so as to match the corrected reference position,
It is possible to guide the car by preventing rolling of the car.

Next, a control method according to another embodiment of the present invention will be described.

When the building in which the elevator is installed is affected by wind or the like, the hoistway may be displaced in one direction as shown in FIG.

In this case, if the car is controlled based on the gap data Δ10 and Δ20 of the departure floor (the lowest floor) by the method described with reference to FIGS. 6 and 7, the car starts from the lowest floor,
When you reach the top floor, the gap between the car and the guide rail on the top floor is Δ1 as shown in Fig. 8.
m and Δ2m. In this case, the gaps Δ1m and Δ2m may be extremely narrowed or widened. Therefore, the above-mentioned method may occur when the system construction becomes unrealistic due to the positional relationship between the guide rail and the magnetic guide.

In such a case, the above-mentioned points can be solved by using the following control method.

This method uses the gap reference value Δ for obtaining the reference position.
10 and Δ20 are changed as the elevator moves. In other words, this method is to correct the gap reference value little by little, for example, at intervals of up to 10 seconds, so as not to change the gap reference value abruptly. It is possible to perform guidance control of the car without the need to do so.

In order to specifically realize the above method, the start timing of the initial gap value detection process P200 shown in FIG. 7 may be changed. That is, this process P200 is not activated only once on the lowest floor, but may be activated each time the car is driven, or may be activated every fixed time while the car is traveling.

In this way, when the process P200 is started during traveling of the car and the setting of the reference position is changed, depending on the traveling speed of the car or the horizontal acceleration of the car does not exceed a predetermined value, It is also possible to correct the reference position.

In addition, when the car stops at the middle floor, when the car departs from the middle floor, the gap is set to the actual gap value at that time, for example, the value Δ shown in FIG.
Instead of 1n and Δ2n, change this to (Δ1n + Δ2n) / 2,
Use this as reference data for absolute position,
If the position of the car is controlled by the gap command creation process P300 shown in the figure, the gap between the car and the guide rail when the car arrives at the top floor is determined as shown by the dotted line in FIG. , It is possible to control so as not to be extremely unbalanced, unlike the case of the solid line.

In the above description, if Δ10 → Δ1n and Δ20 → Δ2n are changed when the passenger gets on and off, it can be executed without giving a feeling of discomfort to the passenger. If this data is updated after the door is closed at the time of departure, it is possible to prevent erroneous data from being taken in in a transitional state accompanying passengers getting on and off.

Furthermore, in the above description, the gap is simply (Δ1n + Δ
Although it was changed to 2n) / 2, this gap value can be changed and set to a value that minimizes the total value of the currents flowing through the two pairs of gap control coils. It is possible to reduce the power consumption of the magnetic guide when the car is stopped and running and to reduce the heat generation of the coil.

In the above description of the example shown in FIG. 6, the gap command is
Although it is assumed that the calculation is performed at a fixed time interval or at a short cycle, this calculation requires a certain amount of time, and therefore the calculation interval cannot be narrowed to a certain extent or more. The impact may be on performance.

FIG. 9 is a flowchart showing the operation of the method according to another embodiment in consideration of this point, which will be described below.

In this example, the gap command is created by focusing on the fact that the length of the guide rail is long to a certain extent and, as a result, the guide rail continues for a period in which the rail tends to be irregular.

(1) First, it is determined whether or not the car position is close to the rail bracket position for fixing the guide rail to the hoistway wall surface (step P401).

(2) If the determination in step P401 is Yes, the installation state of the guide rail that follows from the position of the rail bracket may change, and the tendency of rail irregularity from the position of the previous rail bracket does not continue, In this gap command creation, command estimation is not performed, and the previous gap command value is used again for processing (step P402).

(3) If the determination in step P401 is No, it is considered that the rail irregularity tendency of the previous time will continue two times before, and the processing for determining the current gap command value from the change of the value of the previous time before two times is performed (step P403).

As described above, the simple gap command creation process P400 is the fifth
It can be inserted and used multiple times between the gap command creation processes P100 shown in the figure, which can reduce sudden changes in command values when the process P100 is activated, and It is possible to realize smooth guidance control. In addition, the method using the above-mentioned process P400 is the process P100.
Since the interpolation effect can be exerted even when the activation interval of is extended, an inexpensive microcomputer having a slow processing speed can be used for the above control.

Further, when the gap command value is estimated in the process of step 403 described above, if the value is corrected according to the traveling speed of the elevator car, the accuracy of the estimated command value obtained can be improved.

Further, it is not necessary to obtain the data used in the above-described simple gap command creation processing every time, and a learning data table arranged by the unbalanced load state, the size of the loaded load amount, the traveling speed, etc. is created and searched from this data table. Can be By doing so, the processing speed can be increased and the interpolation interval can be shortened. Further, if the table is complete with detailed results such as measurement, the calculation interval of the gap command creating process shown in FIGS. 5 and 7 can be greatly extended.

The above-described embodiments of the present invention have been described as those in which the gap command is strictly calculated, the gap control is performed accordingly, and the car is held.

Then, the displacement amount of the car is calculated when the gap command is created, but the value of the displacement amount by this calculation may vary to some extent.

Therefore, if the gap control is strictly performed with respect to the obtained command value, resonance may occur between the mechanical system and the electrical system of the car, and unnecessary vibration may be generated in the car.

Next, a method according to still another embodiment of the present invention capable of preventing such unnecessary vibration will be described.

In this method, the guide control has a dead zone characteristic, and it is determined whether the calculated gap command value is in a predetermined dead zone or not. The dead zone zone is restricted to the equal gap command value using the command value and the representative value in the dead zone.

According to such a method, it is possible to prevent the gap command value from changing unnecessarily, so that it is possible to prevent a problem such as a mechanical system-electric system resonance phenomenon. further,
If the width of the dead zone is changed according to the traveling speed of the elevator car, stable gap control performance can be obtained from the low speed region to the high speed region regardless of the speed of the car.

In addition, the gap between the car and the building floor surface may increase due to the passengers going up and down while the elevator is stopped.In this case, the dead zone zone width is normally set even if a lateral shake phenomenon occurs slightly. If the command value is made narrower than when traveling to eliminate the gap as much as possible, and control is performed based on this, it is possible to prevent an object from falling into the pit through the gap.

The description of the gap control according to the embodiment of the present invention is given in the opening / closing direction of the door of the elevator car (Y-
Although it was performed only in the Y'direction), there is actually a lateral shake in the direction of getting into the car (the XX 'direction), and the gap control can be performed in the same manner as described above.

As described above, according to the present invention, even if the guide rails installed in the hoistway have irregularities, the traveling of the car can be controlled without being affected by the irregularities. It is possible to reduce uncomfortable lateral shake of the car.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of an elevator apparatus to which the present invention is applied, FIG. 2 is a perspective view showing a configuration of a pair of magnetic guides, and FIG. 3 is a diagram illustrating control of the magnetic guides.
FIGS. 6, 6 and 8 are diagrams showing an example of the state of the guide rail, and FIGS. 5, 7 and 9 are flowcharts for explaining the operation of the embodiment of the present invention. 1 ... car, 2 ... car frame, 3 ... guidance control device,
5 ... Guide rail, 5 ... Rope, 6 ... Rail bracket, 7 ... Hoistway wall surface, 8 ... Communication line, 9 ... Guide device, 10 ... Control amplifier.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masanobu Ito 4026 Kuji Town, Hitachi City, Ibaraki Prefecture, Hitate Works Ltd., Hitachi Research Laboratory (72) Inventor Masachika Yamazaki 4026 Kuji Town, Hitachi City, Ibaraki Prefecture, Hitate Works Co., Ltd. Hitachi Research Laboratory (72) Inventor Kiyoshi Nakamura 4026 Kuji Town, Hitachi City, Ibaraki Prefecture Hiritsu Manufacturing Co., Ltd.Hitachi Research Laboratory (72) Inventor Jun Yagawara 1070 Ige, Katsuta City, Ibaraki Hitachi Ltd. Mito Factory ( 72) Inventor Naoyuki Ouchi 3-2-1, Sachimachi, Hitachi City, Ibaraki Hitachi Engineering Co., Ltd. (72) Inventor Takeki Ando 1-6, Kandanishikicho, Chiyoda-ku, Tokyo Inside Nitto Elevator Service Co., Ltd. (56) References JP-A-63-87482 (JP, A) JP-A-62-74897 (JP, A) JP-B-58-39753 ( JP, B2)

Claims (8)

[Claims] 1. An elevator device comprising a guide device provided on a car so as to face a guide rail installed in a hoistway, and an elevator device in which a distance between the guide device and the guide rail is controlled. A means for determining the horizontal reference position as the distance from the guide rail based on the information after the door is closed before the elevator departs on the departure floor prior to driving, and the means provided in the car to drive the car. Distance between the guide rail and a means for detecting a horizontal displacement for each predetermined short time, a means for correcting the reference position for each predetermined short time based on the horizontal displacement. Is provided so as to match the corrected reference position. 2. The elevator apparatus according to claim 1, wherein the guide device is a non-contact magnetic guide that generates an attractive force between the guide device and the guide rail. 3. The elevator apparatus according to claim 2, wherein the control device for the non-contact magnetic guide has a dead zone characteristic. 4. The elevator apparatus according to claim 3, wherein the width of the dead zone characteristic is changed according to the total high speed of the car. 5. The elevator apparatus according to claim 3, wherein the width of the dead zone characteristic is set to be narrower when the car is stopped than when the car is running. 6. The elevator apparatus according to claim 1, further comprising means for determining the correction reference position in accordance with the traveling speed of the car. 7. The method according to claim 1, further comprising means for determining the correction reference position so that a horizontal movement acceleration of the car is within a predetermined value. The elevator device according to the item. 8. The elevator apparatus according to claim 1, further comprising means for setting the correction reference position at a cycle shorter than 10 seconds.