JPWO2018020662A1 - Elevator control device - Google Patents

Abstract

  The elevator control device includes a terminal floor forced reduction device having a first safety monitoring system and a second safety monitoring system for monitoring a car overspeed based on a car overspeed monitoring pattern corresponding to a car overspeed monitoring level. In each of the first safety monitoring system and the second safety monitoring system, the car position determination level associated with the car overspeed monitoring level is set, and the car position determination level of the own system and the car position of other systems are set. The car overspeed monitoring level is set from the determined level and the car overspeed monitoring level of another system.

Description

  The present invention relates to an elevator control device that monitors an overspeed of a car.

  As an example of an elevator control device for monitoring an overspeed of a car, an electronic safety controller including a first computation system and a second computation system is provided, and a buffer collision allowable speed at a terminal floor according to the current position of the car There has been proposed one that is configured to monitor an overspeed of a car based on a continuous car overspeed monitoring pattern that can be decelerated to the following (for example, see Patent Document 1).

  Further, as another example of the elevator control device for monitoring the overspeed of the car, there has been proposed one configured to switch the level of the car overspeed monitoring state at the time of encoder failure, initial setting, etc. ( For example, see Patent Document 2).

Japanese Patent No. 5350590 Japanese Patent No. 4668186

  Here, the prior art described in Patent Documents 1 and 2 includes an electronic safety controller that is independent of the operation control device that controls the operation of the elevator, and the operation control device is a car overspeed of the controller when the car travels. It is necessary to configure so as to determine the traveling speed of the car with reference to the level of the monitoring state.

  On the other hand, when the electronic safety controller adopts a multiple system composed of multiple safety monitoring systems with the same input / output characteristics, the car is caused by a shift in the input timing of detection values from various sensors, etc. There are cases in which the level of the position determination state and the level of the car overspeed monitoring state determined by the level of the car position determination state are different between the systems. Therefore, considering such a case, the operation control device needs to be configured to refer to the level of the car overspeed monitoring state of all the systems and determine the traveling speed of the car according to the lowest level. There is.

  The present invention has been made in order to solve the above-described problems, and the level of the car overspeed monitoring state differs between systems when a multi-system system composed of a plurality of safety monitoring systems is employed. An object of the present invention is to obtain an elevator control device capable of suppressing a case.

  The elevator control apparatus according to the present invention is based on the car overspeed monitoring pattern corresponding to the car overspeed monitoring level, which is the level of the car overspeed monitoring state that increases in level as the car overspeed monitoring pattern is expanded to the high speed region. A terminal-level forced deceleration device having a first safety monitoring system and a second safety monitoring system for monitoring the overspeed of the cage is provided, and each system of the first safety monitoring system and the second safety monitoring system includes car position information. The car position confirmation level that is the level of the car position confirmation state that increases as the accuracy of the car improves, and sets the car position confirmation level that is associated with the car overspeed monitoring level, and the car position of the own system The car overspeed monitoring level is set from the fixed level, the car position confirmation level of the other system, and the car overspeed monitoring level of the other system.

  According to the present invention, there is provided an elevator control device capable of suppressing a case in which a level of a car overspeed monitoring state deviates between systems when a multi-system system configured by a plurality of safety monitoring systems is employed. Can do.

It is a block diagram which shows the elevator apparatus in Embodiment 1 of this invention. It is a block diagram which shows the terminal floor forced deceleration device in Embodiment 1 of this invention. It is a graph which shows the car overspeed monitoring pattern corresponding to each level of the car overspeed monitoring state in Embodiment 1 of this invention. It is a flowchart which shows the operation | movement of the determination of the car position fixed state performed by each car position calculating part in Embodiment 1 of this invention. It is a flowchart which shows the operation | movement of the determination of the car overspeed monitoring state performed by each car overspeed monitoring part in Embodiment 1 of this invention.

  Hereinafter, an elevator control apparatus according to the present invention will be described with reference to the drawings according to a preferred embodiment. In the description of the drawings, the same portions or corresponding portions are denoted by the same reference numerals, and redundant description is omitted.

Embodiment 1 FIG.
The configuration of the elevator apparatus according to Embodiment 1 of the present invention will be described with reference to FIG. FIG. 1 is a configuration diagram illustrating an elevator apparatus according to Embodiment 1 of the present invention.

  In FIG. 1, the elevator apparatus is an elevator control apparatus having a drive device 10, a brake device 20, a hoistway device 30, a speed regulation related device 40, an elevator operation control unit 50, and a terminal floor forced deceleration unit 70. With.

  The drive device 10 is for raising and lowering the car 31, and includes a power conversion device 11, an electric motor 12, a sheave 13, and a main circuit electromagnetic contactor (hereinafter referred to as #MC) main contact 52b.

  The power conversion device 11 controls the power supplied to the electric motor 12 in accordance with the drive command 58 input from the elevator operation control device 51. The electric motor 12 rotates the sheave 13 that winds up the main rope 33. The #MC main contact 52b is inserted between the power source 1 and the power converter 11, and cuts off the power supply to the main circuit.

  The brake device 20 is for braking and holding the car 31, and includes a first brake lining 21, a first brake coil 22, a first brake chopper 23, a second brake lining 24, a second brake coil 25, A second brake chopper 26, a brake power source 27, and a brake electromagnetic contactor (hereinafter referred to as #BK) main contact 55b are provided.

  The first brake chopper 23 controls the brake current flowing through the first brake coil 22 in accordance with the first brake drive command 60 input from the elevator operation control device 51. The second brake chopper 26 controls the brake current flowing through the second brake coil 25 according to the second brake drive command 61 input from the elevator operation control device 51. The #BK main contact 55b is inserted between the brake power supply 27 and the first brake coil 22 and the second brake coil 25, and cuts off the power supply to the brake circuit.

  The hoistway device 30 includes a car 31, a counterweight 32, a main rope 33, a deflector 34, a reference position sensor 35, plates 37a to 37c constituting an upper reference position plate, and a lower reference position plate. Plate 38a-38c which comprises.

  The main rope 33 is suspended from the sheave 13 and the deflecting wheel 34, and both ends thereof are fixed to the car 31 and the counterweight 32. The plates 37a to 37c have different lengths, with the plate 37a being the shortest and the plate 37c being the longest. The plates 37a to 37c are fixedly installed near the upper part of the hoistway, that is, near the top floor.

  The plates 38a to 38c have different lengths, the plate 38a is the shortest, and the plate 38c is the longest. The plates 38a to 38c are fixedly installed in the lower part of the hoistway, that is, near the lowest floor. The reference position sensor 35 detects each plate and outputs the detection result to the terminal floor forced reduction device 71 as reference position detection information 36.

  The speed governing device 40 includes a speed governor 41, a tension wheel 42, a speed governor rope 43, and an encoder 44.

  The governor rope 43 is hung on the governor 41 and the tension wheel 42 and is connected and fixed to the car 31. The governor rope 43 is rotated by the vertical movement of the car 31. The encoder 44 generates a signal corresponding to the movement of the car 31 from the rotation of the speed governor 41 and outputs the generated signal to the terminal floor forced reduction device 71 as the car movement detection information 45.

  The elevator operation control unit 50 is for controlling the operation of the elevator, and includes an elevator operation control device 51, a #MC coil 52a, a switch 53, a #BK coil 55a, and a switch 56.

  The elevator operation control device 51 outputs a drive command 58 to the power converter 11, outputs a first brake drive command 60 to the first brake chopper 23, and outputs a second brake drive command 61 to the second brake chopper 26. . The switch 53 switches the power supply to the #MC coil 52a to ON and OFF in accordance with the #MC drive command 54 input from the elevator operation control device 51. The switch 56 switches the power supply to the #BK coil 55a between ON and OFF in accordance with the #BK drive command 57 input from the elevator operation control device 51.

  The terminal floor forced deceleration unit 70 monitors the overspeed of the car 31 and, when detecting the overspeed of the car 31, is for emergency stop of the elevator so that the car 31 has a safe speed near the end floor. is there. The terminal floor forced deceleration unit 70 includes a terminal floor forced deceleration device 71, a first safety relay (hereinafter referred to as # SF1) coil 72a, a # SF1 main contact 72b, a switch 73, and a second safety relay (hereinafter referred to as # SF2). ) A coil 75a, a # SF2 main contact 75b, and a switch 76 are provided.

  The switch 73 switches the power supply to the # SF1 coil 72a between ON and OFF in accordance with the # SF1 drive command 74 input from the terminal floor forced reduction device 71. The switch 76 switches the power supply to the # SF2 coil 75a between ON and OFF in accordance with the # SF2 drive command 77 input from the terminal floor forced reduction device 71.

  Safety circuit 80 is connected in series with # SF1 main contact 72b and # SF2 main contact 75b, and supplies power to each primary side of #MC coil 52a and #BK coil 55a. When at least one of the # SF1 main contact 72b and the # SF2 main contact 75b is cut off, the #MC main contact 52b and the #BK main contact 55b are cut off, and as a result, the elevator makes an emergency stop.

  Next, the terminal floor forced reduction device 71 will be further described with reference to FIG. FIG. 2 is a configuration diagram showing the terminal floor forced reduction device 71 according to the first embodiment of the present invention.

  In FIG. 2, the terminal floor forced deceleration device 71 includes a first safety monitoring system 720, a second safety monitoring system 740, and an intersystem I / F 710 that transmits information between the safety monitoring systems. The first safety monitoring system 720 and the second safety monitoring system 740 have the same input / output characteristics, and are implemented, for example, in such a manner that the same program is individually executed on two different CPUs.

  The first safety monitoring system 720 includes a first safety relay driving unit 721, a first car overspeed monitoring unit 722, a first car speed calculating unit 723, and a first car position calculating unit 724. The second safety monitoring system 740 includes a second safety relay drive unit 741, a second car overspeed monitoring unit 742, a second car speed calculation unit 743, and a second car position calculation unit 744.

  The first safety monitoring system 720 and the second safety monitoring system 740 can refer to each other's car overspeed monitoring state and car position determination state via the intersystem I / F 710. That is, the first safety monitoring system 720 can refer to the second car overspeed monitoring state 745 and the second car position determination state 746 of the second safety monitoring system 740. Further, the second safety monitoring system 740 can refer to the first car overspeed monitoring state 725 and the first car position determination state 726 of the first safety monitoring system 720.

  The first car speed calculation unit 723 calculates the speed of the car 31 from the car movement detection information 45 input from the encoder 44, and the calculation result is used as the first car speed information 728 to the first car overspeed monitoring unit 722. Output.

  The second car speed calculation unit 743 calculates the speed of the car 31 from the car movement detection information 45 input from the encoder 44, and the calculation result is used as second car speed information 748 to the second car overspeed monitoring unit 742. Output.

  The first car position calculation unit 724 calculates the position of the car 31 from the car movement detection information 45 input from the encoder 44 and the reference position detection information 36 input from the reference position sensor 35, and calculates the calculation result. The first car position information 729 is output to the first car overspeed monitoring unit 722.

  The first car position calculation unit 724 determines the first car position determination state 726. The level of the first car position determination state 726 increases as the accuracy of the first car position information 729 improves. Further, the level of the first car position determination state 726 is associated with the level of the first car overspeed monitoring state 725.

  The second car position calculation unit 744 calculates the position of the car 31 from the car movement detection information 45 input from the encoder 44 and the reference position detection information 36 input from the reference position sensor 35, and the calculation result is calculated. The second car position information 749 is output to the second car overspeed monitoring unit 742.

  Second car position calculation unit 744 determines second car position determination state 746. The level of the second car position determination state 746 increases as the accuracy of the second car position information 749 increases. The level of the second car position determination state 746 is associated with the level of the second car overspeed monitoring state 745.

  The first car overspeed monitoring unit 722 includes a first car position determination state 726, a second car position determination state 746 and a second car overspeed monitoring state 745 input via the intersystem I / F 710. 1 Car overspeed monitoring state 725 is determined.

  The first car overspeed monitoring unit 722 sets a first car overspeed monitoring pattern 730 corresponding to the determined first car overspeed monitoring state 725. The first car overspeed monitoring state 725 is associated with the first car overspeed monitoring pattern 730, and the level increases as the corresponding first car overspeed monitoring pattern 730 is expanded to the high speed region.

  The second car overspeed monitoring unit 742 includes a second car position determination state 746, a first car position determination state 726 and a first car overspeed monitoring state 725 input via the intersystem I / F 710. 2 Car overspeed monitoring state 745 is determined.

  The second car overspeed monitoring unit 742 sets a second car overspeed monitoring pattern 750 corresponding to the determined second car overspeed monitoring state 745. The second car overspeed monitoring state 745 is associated with the second car overspeed monitoring pattern 750, and the level increases as the corresponding second car overspeed monitoring pattern 750 is expanded to the high speed region.

  Here, the first car overspeed monitoring pattern 730 and the second car overspeed monitoring pattern 750 will be described with reference to FIG. FIG. 3 is a graph showing a car overspeed monitoring pattern corresponding to each level of the car overspeed monitoring state in the first embodiment of the present invention.

  As shown in FIG. 3, when the car overspeed monitoring state is level 1, a car overspeed monitoring pattern corresponding to level 1 is set to a constant pattern below the buffer collision allowable speed.

  When the car overspeed monitoring state is level 2, the car overspeed monitoring pattern corresponding to level 2 is formed by the minimum value in each zone of the car overspeed monitoring pattern corresponding to the level 3 car overspeed monitoring state. A staircase pattern is set.

  When the car overspeed monitoring state is level 3, the car overspeed monitoring pattern corresponding to level 3 can be decelerated to a safe speed at the terminal floor, that is, the buffer collision allowable speed or less, according to the current position of the car. A continuous pattern is set.

  As described above, as the level of the car overspeed monitoring state (hereinafter referred to as the car overspeed monitoring level) increases, the car overspeed monitoring pattern is expanded to the high speed region.

  In FIG. 3, a pattern in which the plates 37 a to 37 c are detected by the reference position sensor 35 and a pattern in which the plates 38 a to 38 c are detected by the reference position sensor 35 are illustrated as reference position sensor detection patterns. Further, the positions of the edges of each plate are shown as positions (1) to (6).

  In the reference position sensor detection pattern, the plate detected by the reference position sensor 35 is shown in black. For example, when the car 31 is located in the zone between the position (5) and the position (6), the reference position sensor 35 detects the plates 38b and 38c and does not detect the plate 38a. When the car 31 is located in the zone between the position (4) and the position (5), the reference position sensor 35 detects only the plate 38c.

  That is, if the reference position sensor detection pattern is grasped, the zone in which the car 31 is located can be determined from the detection result of each plate of the reference position sensor 35, that is, the reference position detection information 36.

  For example, when the car 31 located in the zone between the position (4) and the position (5) descends and enters the zone between the position (5) and the position (6), at the position (5), The state in which the plate 38b is not detected by the reference position sensor 35 is switched to the detected state.

  That is, if the reference position sensor detection pattern is grasped, it can be seen from the reference position detection information 36 that the car 31 has entered the edge of the plate, and if the position of the edge and the car movement detection information 45 are used. , Where the car 31 is located in the zone.

  Returning to the description of FIG. 2, the first car overspeed monitoring unit 722 uses the set first car overspeed monitoring pattern 730 to calculate the car 31 from the first car speed information 728 and the first car position information 729. It is determined whether or not the speed exceeds the first car overspeed monitoring pattern 730. The first car overspeed monitoring unit 722 outputs the determination result to the first safety relay drive unit 721 as the first car overspeed detection state 727.

  The second car overspeed monitoring unit 742 uses the set second car overspeed monitoring pattern 750 to determine the speed of the car 31 from the second car speed information 748 and the second car position information 749. It is determined whether or not the speed monitoring pattern 750 has been exceeded. The second car overspeed monitoring unit 742 outputs the determination result to the second safety relay drive unit 741 as the second car overspeed detection state 747.

  The first safety relay drive unit 721 detects from the first car overspeed detection state 727 input from the first car overspeed monitoring unit 722 that the speed of the car 31 exceeds the first car overspeed monitoring pattern 730. In other words, when an overspeed of the car 31 is detected, a # SF1 drive command 74 is output to the switch 73 in order to shut off the # SF1 main contact 72b.

  The second safety relay drive unit 741 detects from the second car overspeed detection state 747 input from the second car overspeed monitoring unit 742 that the speed of the car 31 exceeds the second car overspeed monitoring pattern 750. In other words, when an overspeed of the car 31 is detected, a # SF2 drive command 77 is output to the switch 76 in order to shut off the # SF2 main contact 75b.

  As described above, when the first safety monitoring system 720 monitors the overspeed of the car 31 based on the car overspeed monitoring pattern corresponding to the car overspeed monitoring level and detects the overspeed of the car 31, the # SF1 main By cutting off the contact 72b, the elevator is brought to an emergency stop.

  Similarly, the second safety monitoring system 740 monitors the overspeed of the car 31 based on the car overspeed monitoring pattern corresponding to the car overspeed monitoring level, and if the overspeed of the car 31 is detected, the # SF2 main contact By shutting off 75b, the elevator is brought to an emergency stop.

  Next, the determination operation of the first car position determination state 726 and the determination operation of the second car position determination state 746 will be described with reference to FIG. FIG. 4 is a flowchart showing an operation of determining the car position determination state performed by each car position calculation unit in the first embodiment of the present invention.

  Since the determination operation of the first car position determination state 726 and the determination operation of the second car position determination state 746 are the same, here, the determination operation of the first car position determination state 726 is represented. explain.

  In step S101, the first car position calculation unit 724 determines whether or not the initial value of the first car position determination state 726 is not set. If it is determined that the initial value of the first car position determination state 726 is not set, the process proceeds to step S102. If it is determined that the initial value is not set, the process proceeds to step S103.

  In step S102, the first car position calculation unit 724 sets the first car position determination state 726 to level 1, and the process returns to step S101.

  Thus, when the level of the car position determination state (hereinafter referred to as the car position determination level) is 1, it indicates that the accuracy of the car position information calculated by the car position calculation unit is the worst.

  In step S <b> 103, the first car position calculation unit 724 determines whether an abnormality has occurred in the operation of the reference position sensor 35. If it is determined that an abnormality has occurred in the operation of the reference position sensor 35, the process proceeds to step S102, and if it is not, the process proceeds to step S104.

  In step S104, the first car position calculation unit 724 checks the first car position determination state 726. As a result of the check by the first car position calculation unit 724, if the first car position determination state 726 is level 1, the process proceeds to step S105, and if it is level 2, the process proceeds to step S108. If it is level 3, the process returns to step S101.

  In step S <b> 105, the first car position calculation unit 724 determines whether learning of the reference position sensor 35 has been performed. If it is determined that the learning of the reference position sensor 35 has been performed, the process proceeds to step S106, and if it is not, the process proceeds to step S102.

  Here, the learning of the reference position sensor 35 is performed as preparation for each car position calculation unit to calculate the car position. In the learning of the reference position sensor 35, the car 31 is reciprocated once at a low speed between the lowest floor and the highest floor. At this time, each car position calculation unit includes a pattern in which the plates 37a to 37c are detected by the reference position sensor 35, a pattern in which the plates 38a to 38c are detected by the reference position sensor 35, and a car position at which each detection pattern is switched. Learn and record

  In step S106, the first car position calculation unit 724 uses the learned reference position sensor pattern to set each zone by dividing into zones as shown in FIG. 3, and the process proceeds to step S107. .

  In step S107, the first car position calculation unit 724 sets the first car position determination state 726 to level 2, and the process returns to step S101.

  As described above, when the car position determination level is 2, the car position information calculated by the car position calculation unit is information indicating which zone the car 31 is located, and the accuracy of the car position information is high. It is better than level 1.

  In step S <b> 108, the first car position calculation unit 724 determines from the reference position detection information 36 input from the reference position sensor 35 whether there is a change in the detection state of the reference position sensor 35. The first car position calculation unit 724 confirms the reference position detection information 36. If the plate detection pattern of the reference position sensor 35 has changed, the process proceeds to step S109. On the other hand, the first car position calculation unit 724 confirms the reference position detection information 36, and if there is no change in the plate detection pattern of the reference position sensor 35, determines that there is no change in the detection state of the reference position sensor 35. Advances to step S105.

  In step S109, the first car position calculation unit 724 sets learned positions (1) to (6) as the current car position, as shown in FIG.

  In step S110, the first car position calculation unit 724 sets the first car position determination state 726 to level 3, and the process returns to step S101.

  As described above, when the car position determination level is 3, the car position information calculated by the car position calculation unit is information indicating where the car 31 is located in the zone, and the accuracy of the car position information. Indicates the best.

  Next, the determining operation of the first car overspeed monitoring state 725 and the determining operation of the second car overspeed monitoring state 745 will be described with reference to FIG. FIG. 5 is a flowchart showing an operation of determining the car overspeed monitoring state performed by each car overspeed monitoring unit in the first embodiment of the present invention.

  Since the operation for determining the first car overspeed monitoring state 725 is the same as the operation for determining the second car overspeed monitoring state 745, the operation for determining the first car overspeed monitoring state 725 is performed here. This will be explained as a representative.

  In step S201, the first car overspeed monitoring unit 722 determines whether the car overspeed monitoring state of the own system, that is, the initial value of the first car overspeed monitoring state 725 is not set. If it is determined that the initial value of the first car overspeed monitoring state 725 is not set, the process proceeds to step S202. If it is determined that the initial value is not set, the process proceeds to step S203.

  In step S202, the first car overspeed monitoring unit 722 sets the first car overspeed monitoring state 725 to level 1, and the process returns to step S201.

  In step S203, the first car overspeed monitoring unit 722 determines whether any abnormality has occurred in the system of the elevator apparatus. If it is determined that an abnormality has occurred in the system, the process proceeds to step S202; otherwise, the process proceeds to step S204.

  In step S204, the first car overspeed monitoring unit 722 checks the first car overspeed monitoring state 725. As a result of the check by the first car overspeed monitoring unit 722, if the first car overspeed monitoring state 725 is level 1, the process proceeds to step S205, and if it is level 2, the process proceeds to step S205. The process proceeds to S208, and if it is level 3, the process proceeds to step S212.

  In step S205, the first car overspeed monitoring unit 722 determines whether or not the car position determination state of the own system, that is, the first car position determination state 726 is level 2 or higher. If it is determined that the first car position determination state 726 is level 2 or higher, the process proceeds to step S206, and if it is not, the process proceeds to step S202.

  In step S <b> 206, the first car overspeed monitoring unit 722 determines whether the car position determination state of the other system, that is, the second car position determination state 746 is level 2 or higher. If it is determined that the second car position determination state 746 is level 2 or higher, the process proceeds to step S207, and if it is not, the process proceeds to step S202.

  In step S207, the first car overspeed monitoring unit 722 sets the first car overspeed monitoring state 725 to level 2, and the process returns to step S201.

  Thus, if the car overspeed monitoring state of the own system is set to level 1, if the car position determination state of the own system is level 2 or higher and the car position determination state of the other system is level 2 or higher, The level of the car overspeed monitoring state of the own system is raised and set to level 2.

  That is, each safety monitoring system raises the car overspeed monitoring level of its own system when the car position determination level of its own system and the car position determination level of other systems are higher than the car overspeed monitoring level of its own system.

  In step S208, the first car overspeed monitoring unit 722 determines whether the car overspeed monitoring state of the other system, that is, the second car overspeed monitoring state 745 is less than level 2. If it is determined that the second car overspeed monitoring state 745 is less than level 2, the process proceeds to step S205, and if it is not, the process proceeds to step S209.

  In step S209, the first car overspeed monitoring unit 722 determines whether or not the car position determination state of the own system, that is, the first car position determination state 726 is level 3 or higher. If it is determined that the first car position determination state 726 is level 3 or higher, the process proceeds to step S210, and if it is not, the process proceeds to step S205.

  In step S <b> 210, the first car overspeed monitoring unit 722 determines whether the car position determination state of the other system, that is, the second car position determination state 746 is level 3 or higher. If it is determined that second car position determination state 746 is level 3 or higher, the process proceeds to step S211, and if it is not, the process proceeds to step S206.

  In step S211, the first car overspeed monitoring unit 722 sets the first car overspeed monitoring state 725 to level 3, and the process returns to step S201.

  Thus, if the car overspeed monitoring state of the own system is set to level 2, if the car position determination state of the own system is level 3 or higher and the car position determination state of the other system is level 3 or higher, The car overspeed monitoring state of the own system is set to level 3.

  That is, each safety monitoring system raises the car overspeed monitoring level of its own system when the car position determination level of its own system and the car position determination level of other systems are higher than the car overspeed monitoring level of its own system.

  Further, if the car overspeed monitoring state of the own system is set to level 2, if the car overspeed monitoring state of the other system is level 1 and the car position determination state of the own system is level 1, the own system The car overspeed monitoring state is set to level 1.

  That is, in each safety monitoring system, the car overspeed monitoring level of the other system is lower than the car overspeed monitoring level of the own system, and the car position determination level of the own system is lower than the car overspeed monitoring level of the own system. If this happens, lower the car overspeed monitoring level of your system.

  Furthermore, if the car overspeed monitoring state of the own system is set to level 2, if the car overspeed monitoring state of the other system is level 1 and the car position determination state of the other system is level 1, the own system The car overspeed monitoring state is set to level 1.

  That is, in each safety monitoring system, the car overspeed monitoring level of the other system is lower than the car overspeed monitoring level of the own system, and the car position determination level of the other system is lower than the car overspeed monitoring level of the own system. If this happens, lower the car overspeed monitoring level of your system.

  In step S212, the first car overspeed monitoring unit 722 determines whether the car overspeed monitoring state of another system, that is, the second car overspeed monitoring state 745 is less than level 3. If it is determined that the second car overspeed monitoring state 745 is less than level 3, the process proceeds to step S208, and if it is not, the process returns to step S201.

  The first safety monitoring system 720 and the second safety monitoring system 740 execute the above processing, so that the car overspeed monitoring level of the first safety monitoring system 720 and the car overspeed monitoring of the second safety monitoring system 740 are performed. Levels can be matched. Therefore, when determining the traveling speed of the car 31, the elevator operation control device 51 does not need to refer to the car overspeed monitoring level of all the systems as in the prior art, and determines the car overspeed monitoring level of one system. Just refer to it.

  Further, since the elevator operation control device 51 only needs to refer to the car overspeed monitoring level of one system when determining the traveling speed of the car 31, the first safety monitoring system 720 and the second safety monitoring system 740 are required. The traveling of the car 31 is controlled so that the speed of the car 31 does not exceed the car overspeed monitoring pattern corresponding to any one of the car overspeed monitoring levels.

  As described above, according to the first embodiment, the elevator control device monitors the car overspeed based on the car overspeed monitoring pattern corresponding to the car overspeed monitoring level, and the first safety monitoring system and the second safety monitoring system. A terminal floor forced reduction device having a monitoring system is provided.

  In addition, each system of the first safety monitoring system and the second safety monitoring system sets a car position determination level associated with the car overspeed monitoring level, and the car position determination level of the own system and the car of the other system The car overspeed monitoring level is set from the position determination level and the car overspeed monitoring level of another system.

  Thereby, it is possible to match the car overspeed monitoring levels with each other with a simple configuration. That is, it is possible to suppress a case where the level of the car overspeed monitoring state deviates between the systems when a multi-system system including a plurality of safety monitoring systems is employed. As a result, the elevator operation control device can determine the traveling speed with reference to the car overspeed monitoring level of only one of the systems.

Claims (5)

The car overspeed is monitored based on the car overspeed monitoring pattern corresponding to the car overspeed monitoring level, the level of which is increased as the car overspeed monitoring pattern is extended to the high speed range. , Including a terminal floor forced reduction device having a first safety monitoring system and a second safety monitoring system,
Each of the first safety monitoring system and the second safety monitoring system is
The car position determination level, which is a level of a car position determination state that increases as the accuracy of the position information of the car increases, is set to the car position determination level that is associated with the car overspeed monitoring level. And
The elevator control apparatus which sets the said car overspeed monitoring level from the said car position fixed level of a self system, the said car position fixed level of another system, and the said car overspeed monitoring level of the said other system. Each system is
When the car position determination level of the own system and the car position determination level of the other system are higher than the car overspeed monitoring level of the own system, the car overspeed monitoring level of the own system is raised. Item 2. The elevator control device according to Item 1. Each system is
The car overspeed monitoring level of the other system is lower than the car overspeed monitoring level of the own system, and the car position determination level of the own system is lower than the car overspeed monitoring level of the own system. 3. The elevator control device according to claim 1, wherein the car overspeed monitoring level of the own system is lowered. Each system is
The car overspeed monitoring level of the other system is lower than the car overspeed monitoring level of the own system, and the car position determination level of the other system is lower than the car overspeed monitoring level of the own system. 4. The elevator control device according to claim 1, wherein the car overspeed monitoring level of the own system is lowered. An elevator operation control device for controlling the traveling of the car;
The elevator operation control device is:
The traveling of the car is controlled such that the speed of the car does not exceed the car overspeed monitoring pattern corresponding to the car overspeed monitoring level of one of the first safety monitoring system and the second safety monitoring system. The elevator control device according to any one of claims 1 to 4.

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