JPWO2004031064A1 - Elevator system - Google Patents

Abstract

It is an object of the present invention to provide an elevator system that can reduce the chance of damaging equipment and the time and effort required for returning even if the buffer length is shortened. The present invention provides means for setting a first set speed that is different depending on the position of the car in the hoistway, and the speed is higher than the first set speed, depending on the position of the car in the hoistway. Means for setting a second set speed that is different from each other, a mechanical brake that operates when the elevator car speed exceeds the first set speed, and the elevator car speed is An emergency stop device is provided that operates when the speed exceeds the second set speed.

Description

  The present invention relates to an elevator system that can shorten the length of an elevator hoistway.

  Generally, an elevator is provided with a buffer corresponding to the rated speed of the elevator at the bottom of the hoistway in case of a trouble. Since the acceleration at the time of deceleration stop by this buffer is a constant value from the viewpoint of safety, the buffer length increases as the rated speed of the elevator increases. For this reason, there exists a problem which the hoistway pit depth becomes deep. There is JP-A-2001-354372 as a conventional technique for coping with this. This publication describes that the operating speed of the governor is changed at the upper and lower ends of the hoistway to reduce the speed at which the car collides with the buffer during an emergency stop.

Japanese Patent Laid-Open No. 2001-354372 only operates the emergency stop device by operating the governor against the overspeed of the car. As a result, it is considered that the number of times the governor operates is increased, and the chance of damage to the traveling rail due to the operation of the emergency stop device increases. In addition, there is a problem that there are many opportunities to take time to return.
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an elevator system that can reduce the chances of damaging equipment and taking time and effort to return even if the buffer length is shortened.
Therefore, the present invention provides a means for setting a first set speed that is different depending on the position of the car in the hoistway, and the car position in the hoistway is higher than the first set speed. Means for setting a second set speed that varies depending on the speed, a mechanical brake that operates when the elevator car speed exceeds the first set speed, and the elevator car speed. Is provided with an emergency stop device that operates when the speed exceeds the second set speed.
Since the mechanical brake is activated before the emergency stop device is activated, the emergency stop device can be operated even if the set speed at which the emergency stop device operates is lower than the middle part of the hoistway. Can reduce the opportunity to operate and reduce the chance of damaging the equipment.

  FIG. 1 is a block diagram showing the entirety of an embodiment of the present invention. FIG. 2 is a diagram showing the configuration of the drive control device 7 and the speed abnormality monitoring control device 101. FIG. 3 is a diagram showing the set speed set in this embodiment. FIG. 4 is a flowchart showing the operation of this embodiment. FIG. 5 is a diagram showing the operation of this embodiment on the set speed. FIG. 6 is a diagram for explaining the effect of this embodiment. FIG. 7 is a diagram showing a set speed different from FIG. FIG. 8 is a diagram showing another set speed different from FIG. FIG. 9 is an operation explanatory view showing another embodiment of the present invention.

Embodiments of an elevator system according to the present invention will be described below with reference to the drawings.
FIG. 1 is a block diagram showing the entire embodiment of the present invention.
In this figure, the car 1 is suspended by a rope 4. The rope 4 passes through the sheave 32 and the deflector wheel 33 from the car 1 and reaches the counterweight 2. The car 1 moves up and down in the hoistway 6 along the traveling rail 5 when the sheave 32 is driven by the motor 31. The running rail of the counterweight 2 is omitted. A motor 31 is attached to the shaft end of the sheave 32. A drive machine 3 including a motor 31, a sheave 32, a mechanical brake 34, and the like operates by receiving power supply from the drive control device 7. In normal operation, the car 1 moves up and down between the required floors in response to a call signal issued in the car 1 or in each floor 201, 202, 203,. In this example, there are 10 floors from 201 to 210 in the platform.
The speed abnormality monitoring control device 101 detects the position and speed of the car 1 in the hoistway 6. Also, the first set speed and the second set speed are set. When the car speed is higher than the first set speed, the drive control device 7 stops the drive of the motor 31 and sends a signal to apply the brake using the brake 34 provided at the shaft end of the motor 31. A machine room 9 is provided at the top of the hoistway 6, and a governor 102 is installed there. The governor 102 is connected to an emergency stop device 105 provided on the car 1 via a governor rope 104 and a governor rope reversing pulley 103. The governor 102 can freely set its operation speed, and this value is set as a second set value from the speed abnormality monitoring control apparatus 101. The governor 102 operates the emergency stop device 103 via the governor rope 104 in the same manner as a normal ganaba when the car speed exceeds a second set speed described later. During operation of the emergency stop device 103, the rail 5 is clamped to apply a brake. Further, a buffer 106 is installed in the lower part of the hoistway 6.
The brake 34 is a mechanical brake other than the emergency stop device provided in the car or a mechanical brake that outputs a force for stopping the rotation of the sheave 32 and the motor 31.
FIG. 2 is a diagram showing the configuration of the drive control device 7 and the speed abnormality monitoring control device 101.
The control device 71 performs control for executing speed control of the car 1, and the inverter (INV) 72 outputs a voltage and a frequency to the motor 31 based on a signal from the control device 71. The brake control device 73 applies a voltage to the brake 34 during operation and releases the brake according to a signal from the control device 71. That is, when stopping or when stopping by a brake is desired, voltage application to the brake 34 may be stopped. Control of the position and speed of the car 1 by the control device 71 is performed by an encoder 331 attached to the shaft end of the motor 31 and a signal from a shielding plate indicating a car stop position in the hoistway 6. The speed / position detector 111 detects the position and speed of the car 1 by a signal from the encoder 331 and a signal from the shielding plate, separately from the drive control device 7. Further, the pattern generator / comparator 112 generates a set speed corresponding to the position of the car 1 from the signal indicating the end floor in addition to the above signal, and the speed of the car 1 is converted into the pattern. It is determined whether it is large or small. Based on the output of the pattern generator / comparator 112, the control of the brake control device 73 and the governor operating speed are set.
Next, the operation that characterizes the present invention will be described with reference to FIG.
The speed abnormality monitoring control device 101 detects the position and speed in the hoistway of the car 1, and a specified speed A corresponding to the car position, a first set speed B slightly higher than that, and a second set speed higher than this. Is generated. FIG. 2 is a basic operation explanatory view showing the relationship among the specified speed A, the first set speed B, and the second set speed C. The specified speed A is substantially zero at the position of the end floor 201 at the lower end of the hoistway. When the car 1 departs from the end floor 201 at the lower end, the car speed is gradually accelerated at a predetermined set speed to a constant rated speed. And when it becomes near the end floor 210 at the upper end, the speed is reduced, and the speed becomes zero at the end floor 210. In other words, the specified speed A is obtained when the vehicle travels from the end floor 201 (210) at the lower end (upper end) to the end floor 210 (201) at the upper end (lower end) at a predetermined jerk, acceleration, and rated speed. This is the set speed of the car 1. The set speed B is set higher than the specified speed A, and the set speed C is set higher than the set speed B. Note that the speed has both an ascending direction and a descending direction, but here it is expressed as its absolute value (size).
FIG. 4 is a flowchart showing the operation of this embodiment.
Step 1101 is an operation by the speed abnormality monitoring control device 101, Step 1102 is an operation by the drive control device 7, and Step 1103 is an operation by the governor 102 and the emergency stop device 105. In operation, first, in step 1001, the position and speed of the car are detected. Next, in step 1002, the first set speed B and the second set speed C shown in FIG. 3 are generated according to the car position. In step 1003, the second set speed is set in the governor 102. On the other hand, in step 1004, the car speed detected in step 1001 is compared with the first set speed generated in step 1002. If the car speed does not exceed the first set speed, the car is operating normally according to the speed command, or is in a low speed range for some reason. Continue driving. If the car speed exceeds the first set speed, an emergency braking operation signal is issued in step 1005 because the car is overspeeding without responding to the speed command. In step 1012, in response to this, the drive of the motor 31 is stopped and the brake 34 is operated. As a result, the car stops at a predetermined acceleration by a brake operation in step 1013. The second set speed set at step 1003 is compared with whether the car speed exceeds the second set speed at step 1021. If not, the car is operating normally according to the speed command, or the speed is in a low range for some reason, so normal operation by the drive control device 7 is continued in step 1011. If the car speed exceeds the second set value, the speed of the car is overspeed without responding to the speed command, so the governor 102 is operated in step 1022 and the emergency stop device 105 is operated. Thus, in step 1023, the car is stopped at a predetermined acceleration by the operation of the safety device. The operation of whether the car speed exceeds the first set speed or whether the car speed exceeds the second set speed is continuously performed as long as the car is operated.
In this way, if the car overspeeds due to the speed command, it will stop safely. As can be seen from the description of the operation, the feature of this embodiment is that the determination whether the car speed exceeds the first set speed and the determination whether the car exceeds the second set speed are performed in parallel. It is in. For this reason, the abnormality determination and the operation at the time of abnormality are performed in parallel, so that safety is greatly enhanced. Further, since the first set speed is set lower than the second set speed, the operation based on the first set speed comparison is prioritized and the possibility that the operation based on the second set speed comparison occurs is small.
In the above embodiment, the operation flow of FIG. 4 has been described as an operation set of individual devices. However, the operation of the speed abnormality monitoring control device 101 may be executed in the drive control device 7, The operation control of the governor 102 can also be performed by the drive control device 7. At this time, the operation can be performed by hardware logic or software logic. It should be noted that when integrating device operations, it is desirable to devise measures that do not interfere with other driving operations and control operations from the viewpoint of reliability of the safety system.
The first set speed B is set in consideration of a deviation from the speed command of the car 1 that should be traveling at the specified speed A, a speed detection error of the car 1, a detection delay, and the like. The second set speed C is set in consideration of the judgment time until the emergency brake is applied to the machine 3 after detecting that the first set speed B has been exceeded, and the speed increase of the car due to operation delay. . On the contrary, the second set speed C is determined to be, for example, about 120% of the governor operation with respect to the specified speed. Therefore, the first set speed B can be determined by calculating backward.
As an example of such a governor, a governor having a structure in which an operating point can be mechanically changed or a governor having an electric operation can be considered. In the latter example, the speed of the car is detected directly or indirectly as the rotation speed, and the car speed is measured by a signal proportional to the rotation speed, for example, an induced voltage, and the operation speed is changed. Can be obtained.
Moreover, although the governor showed the example installed in a machine room in the said Example, it can install in a hoistway and also in a cage | basket | car itself. In the case of installing in a car, the present invention can be applied to an elevator system in which a plurality of cars are arranged in a hoistway.
The set specified speed, the first set speed, and the second set speed may be determined in advance.
FIG. 5 shows the car speed when an overspeed of the car occurs near the floor 202. In the figure, the broken line D represents the actual speed of the car when the car departs downward from the floor 210 at the upper end. Up to the point a in the figure, the vehicle is operated almost in conformity with the specified speed A, and an overspeed should occur at the point a. At this time, when the first set speed b is reached, the operation after step 1005 is performed as shown in the operation flow of FIG. 4, and the car is safely stopped at the point c. If step 1005 is not performed at point b, the operation after step 1022 is performed at point d, and the operation stops safely at point e.
As described above, it can be safely stopped even in the event of abnormal operation. At this time, since the first set speed operates with priority, there is little possibility that the emergency stop device operates. For this reason, there is an advantage that the rail damage when the emergency stop device is operated and the trouble of releasing it are not required. In addition, the system for handling abnormal speed is a dual system, so safety is high.
Furthermore, in the unlikely event of an overspeed operation of the car, the speed at which the car collides with the buffer at the floor 201 on the end floor usually requires buffer capacity of the rated speed, whereas the collision shown in FIG. The speed is less than α, and the impact speed of the buffer can be greatly reduced from the rating. For this reason, the hoistway pit depth and overhead dimensions can be greatly shortened, which has a great effect on shortening the hoistway length. FIG. 6 shows a diagram of a normal type elevator in which the governor always operates at a constant speed. In FIG. 6, the same reference numerals as those in FIG. 1 denote the same items. The governor 301 in FIG. 6 operates at a predetermined constant speed. The buffer 306 is longer in length than the buffer 106 of FIG. Therefore, the distance PD from the lowermost floor 201 to the hoistway pit bottom and the overhead OH from the uppermost floor 210 to the machine room floor are significantly longer than in the case of FIG. For this reason, the length of the hoistway becomes longer than the case of FIG. Accordingly, with the configuration of FIG. 1 of the present invention, it is possible to save space while improving safety.
FIG. 7 shows the setting of the first set speed B and the second set speed C different from those shown in FIG. In the case of FIG. 3, the first set speed B and the second set speed C are set higher by a certain fixed speed than the specified speed A. In the case of FIG. It is set. With this setting, the collision speed α shown in FIG. 5 can be further reduced as compared with the case of FIG. 3, and the buffer can be reduced in size accordingly. As a result, the length of the hoistway can be further shortened.
FIG. 8 shows the setting of the first set speed B and the second set speed C which are further different from those shown in FIG. In the case of FIG. 3, the first set speed B and the second set speed C are set higher than the specified speed A by a certain constant speed. In the case of FIG. 8, the set speed B and the set speed are set. C is set stepwise. With this setting, the apparatus configuration for determining and executing the emergency braking operation and the governor operation shown in the operation flow of FIG. 4 can be simplified compared to the case of FIG. As the simplest example, there is a method in which the stage is operated in two stages.
FIG. 9 is an operation example showing another embodiment of the present invention. The basic operation is the same as in FIG. 4, but the car speed is higher than the rated speed. In step 2001, it is determined whether the car can operate at a speed higher than the rated speed. If high speed operation is possible, a first set speed B and a second set speed C when high speed travel is possible are generated in step 2002. The subsequent steps are the same as those after (1) in FIG. If high speed operation is not possible, the first and second set speeds at the rated speed are generated as in step 1002 of FIG. After that, it is the same as after (1).
An example of determining whether the speed can be increased can be determined based on whether the capacity of the converter in the drive control device 7 is exceeded when the speed is increased. That is, the conversion capacity of the converter is maximized when the car is at the rated speed, rated load capacity, and ascending operation. There is a margin in the conversion capacity when the load is small or when the vehicle is descending. Therefore, under this condition, the speed can be increased according to the margin of the converter. When high-speed driving is performed, it is possible to shorten the time until the car arrives at the predetermined floor, and in particular, it is possible to shorten the time until the car arrives at the destination floor in a forwarding state in which no passenger is on board. As a result, the transport efficiency of the car can be improved and the transport capacity as a whole can be improved. If speeding up is simply performed, there is a concern that the terminal voltage of the motor 31 increases in proportion to the speed, and a value exceeding the maximum output voltage of the converter is required. At this time, it is possible to cope with the field weakening control of the motor.
As described above, according to the present embodiment, it can be safely stopped even in the event of an abnormal operation. At this time, since the first set speed operates with priority, there is little possibility that the emergency stop device operates. For this reason, there is an advantage that the rail damage when the emergency stop device is operated and the trouble of releasing it are not required. In addition, the system for handling abnormal speed is a dual system, so safety is high. As a result, the buffer can be reduced in size, and the length of the hoistway can be shortened and the transportation capacity can be improved.

Claims (9)

Means for setting a first set speed that varies depending on the position of the car in the hoistway, and a speed that is greater than the first set speed and that varies depending on the position of the car in the hoistway. Means for setting a second set speed, a mechanical brake that operates when the elevator car speed exceeds the first set speed, and the elevator car speed is the second setting. An elevator system comprising an emergency stop device that operates when the speed exceeds the speed. Means for setting a specified speed for normal operation at a predetermined acceleration and speed from the lower end floor to the upper end floor or from the upper end floor to the lower end floor, and a speed higher than the specified speed, and a hoistway Means for setting a first set speed that varies depending on the position of the car in the vehicle, and a speed that is higher than the first set speed and that varies depending on the position of the car in the hoistway. Means for setting a set speed of 2, a mechanical brake that operates when the elevator car speed exceeds the first set speed, and an operation when the elevator car speed exceeds the second set speed An elevator system comprising an emergency stop device. In claim 1,
An elevator system comprising a governor that operates when an elevator car speed exceeds the first set speed, and the emergency stop device operates in conjunction with the operation of the governor. In claim 2,
The elevator system according to claim 1, wherein the first set speed and / or the second set speed are set larger than the specified speed by a fixed speed. In claim 2,
The elevator system according to claim 1, wherein the first set speed and / or the second set speed are set larger than the specified speed by a certain percentage. In claim 2,
The elevator system according to claim 1, wherein the first set speed and / or the second set speed is set to be larger stepwise than the specified speed. In claim 1,
The mechanical brake operates until the car stops when the car speed of the elevator exceeds the first set speed, and the emergency stop device has the car speed of the elevator set to the first speed. An elevator system that operates until the car stops when a speed exceeding a set speed of 2 is reached. A sheave connected to the motor to drive the car, a means for setting a first set speed that varies depending on the car position in the hoistway, and a speed higher than the first set speed. Means for setting a second set speed that varies depending on the position of the car in the road, and rotation of the motor or sheave when the car speed of the elevator exceeds the first set speed. An elevator comprising: a mechanical brake that operates to stop the vehicle; and a brake that is provided in the car and that operates when a car speed of the elevator exceeds the second set speed. system. In claim 8,
The mechanical brake operates until the car stops when the elevator car speed exceeds the first set speed, and the brake provided on the elevator car is used for the elevator car. An elevator system that operates until the car stops when a speed exceeds the second set speed.

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