CN100372752C - Elevator Control - Google Patents

Abstract

A control device of an elevator, which is characterized in that main cables (13) separated from each other are blocked on a car (2) and wound on a plurality of windlasses (9) arranged correspondingly upwards to drive the car (2) to lift, and is characterized in that the tension of each main cable (13) in a static state before the car (2) is started is detected, and the output of the corresponding windlasses (9) is respectively increased and decreased according to the detected value to drive the car (2) to lift. Therefore, even if the load is loaded on the cage (2) in an offset manner and the tension of each main cable (13) is different, the windlass (9) can drive the cage (2) by corresponding output, and the cage (2) does not incline.

Description

Elevator Control

technical field

The present invention relates to a control device for an elevator that utilizes a plurality of hoisting machines to lift and drive a car.

Background technique

In conventional elevators, the car is driven by a single hoist, so the capacity of the hoist increases as the load increases. Therefore, a large elevator requires a large hoist, and its installation requires a large-capacity crane.

For this reason, for example, Japanese Patent Laying-Open No. 6-64863 discloses a pulley is set on the car, the main cable is wound up on the pulley, and the structure is driven by 2 small hoisting machines.

Fig. 17 shows the same structure as that disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 6-64863, and shows a conventional elevator in which the car is driven by two hoisting machines.

That is, the pulley 201 is attached to the car 2, and the main cable 13 is wound up on the pulley 201, wound down on the hoists 9L, 9R, and fixed to the counterweights 17L, 17R. Each hoist 9L, 9R is an equivalent product composed of sheaves 10L, 10R, brakes 11L, 11R, and motors 12L, 12R of the same specification. Symbols 202 , 203L, 203R, 204L and 204R are pulleys for guiding the main cable 13 .

By using two hoisting machines 9L, 9R, the hoisting machines can be downsized, and when a speed difference occurs between the hoisting machines 9L, 9R, the pulley 201 rotates, and the torque load between the hoisting machines 9L, 9R can always be equalized.

However, as shown by the dotted line in FIG. 17 , if the pulley 201 rotates clockwise for some reason, the main cable 13 is moved from the side of the hoist 9R to the side of the hoist 9L. By the transfer of the main cable 13, the counterweight 17R suspended on the hoist 9R is hoisted, and the counterweight 17L suspended on the hoist 9L is suspended, and the state indicated by reference numerals 17L' and 17R' is established. After the car 2 is raised in this state, the counterweight 17L' interferes with the bottom of the shaft. In addition, after the car 2 is lowered, the counterweight 17R' interferes with the ceiling of the elevator shaft.

That is, when the pulley 201 rotates, the main rope 13 is transferred, the relative positional relationship between the car 2 and the counterweights 17L, 17R changes, and there is a problem that the lifting stroke of the car 2 is shortened.

In addition, the brakes 11L and 11R are the most important safety devices, and when two hoisting machines 9L and 9R are used because of their importance, it is preferable to stop the car 2 when at least one of the brakes 11L or 11R operates.

However, also in FIG. 17 , there is a problem that the car 2 cannot be stopped unless both brakes 11L and 11R are in operation.

In addition, Japanese Patent Laid-Open No. 7-25553 discloses a structure in which, by detecting the rotation angle of the pulley 201, the speed command input side of one motor 12L or 12R is fed back, so that the relative direction of the main cable 13 The positional deviation is zero. Therefore, with this structure, the torque sharing between the hoisting machines 9L, 9R can be equalized, and the relative positional deviation of the main cable 13 can be prevented, so that the positional relationship between the car 2 and the counterweights 17L, 17R can be maintained in a normal state.

However, in this structure, the car 2 is suspended on the main cable 13 through the pulley 201, which is the same as the structure disclosed in Japanese Patent Laid-Open No. 6-64863, so there is no difference between the brake 11L or 11R on either side. In the case of operation, there is a problem that the car 2 cannot be stopped similarly.

The object of the present invention is to provide a control device for an elevator, which can solve the above-mentioned problems in an elevator in which a plurality of hoisting machines are used to drive the car and realize the miniaturization of the hoisting machines, and at the same time, it can prevent the relative position of the main cable generated by each hoisting machine in advance. When deviation or relative position deviation of the main cable occurs, the car can be stably raised and lowered after correction.

Contents of the invention

The present invention provides a control device for an elevator. The main cables are respectively locked at multiple parts of the car moving up and down along the elevator shaft and wound on a plurality of hoisting machines correspondingly arranged upwards to drive the car to go up and down. , is characterized in that the tension of each main cable in the static state of the car is individually detected by a tension detector, and the output of the corresponding hoist is individually increased or decreased according to the detected value, thereby driving the The lift of the car is described. Therefore, even if the load is biased on the car and the main cable tension is different at each main cable fixing part, the hoist will drive the car with the corresponding output power, thus preventing the relative movement of each main cable and avoiding abnormalities in the car tilt.

In addition, according to the present invention, the above-mentioned tension detected by each main cable fixing part in the static state of the car before starting is accumulated, and the accumulated value is used as the load in the car. For example, the load in the car is calculated from the load. complexity. Therefore, there is no need to separately install a detector for detecting the load.

Description of drawings

Fig. 1 is an overall perspective view showing a control device including an elevator according to Embodiment 1 of the present invention.

Fig. 2 is a block diagram showing the same electrical circuit.

FIG. 3 is a longitudinal sectional view showing the main part of the tension detector 21 as above.

FIG. 4 is an explanatory diagram showing the operating state of the tension detector 21 as above.

Fig. 5 is a perspective view showing the same car position detectors 35, 41.

Fig. 6 is a front view showing the car 2 at the time of reaching the floor of the same floor.

Fig. 7 is a front view showing the car 2 at the time of reaching the floor of the same floor.

Fig. 8 is an explanatory diagram showing a speed command Vo in accordance with the remaining distance in the above call answering operation.

FIG. 9 is an explanatory diagram showing a speed command LVo in accordance with the remaining distance in the same ground-aligned operation.

Fig. 10 is a flowchart showing the operation of the same call answering operation.

Fig. 11 is a flow chart showing the operation of the above-mentioned ground alignment operation.

Fig. 12 is a block diagram showing an electrical circuit of an elevator control device according to Embodiment 2 of the present invention.

Fig. 13 is a perspective view showing a car position detector 41 according to Embodiment 2 of the present invention.

Fig. 14 is an explanatory diagram showing time versus speed command Vao and remaining distance versus speed command Vdo in the call answering operation according to the second embodiment of the present invention.

Fig. 15 is a flowchart showing the operation of the call answering operation according to the second embodiment of the present invention.

Fig. 16 is a perspective view showing the whole of an elevator according to Embodiment 3 of the present invention.

Fig. 17 is a conceptual diagram showing a conventional elevator having a plurality of hoisting machines.

Detailed ways

Hereinafter, the present invention will be described in detail with reference to the drawings. However, the same or corresponding parts in each figure are assigned the same symbols, and duplication of descriptions is appropriately simplified or omitted.

In addition, in the following embodiments, the elevator has a structure with two hoisting machines on the left and right, and belongs to the elevator control similar to the elevator disclosed in Japanese Patent Laid-Open No. 2001-261257. The components on the left side are marked with "L" after the symbol. ", the components on the right side are marked with "R" after the symbol, and "L" and "R" are omitted when there is no distinction between left and right.

Example 1

1 to 11 show Embodiment 1 of an elevator control device having a plurality of hoisting machines according to the present invention. In this embodiment 1, two hoisting machines are specially arranged on the top of the elevator shaft, and the target lifting distance from the departure floor to the destination floor is jointly given to each hoisting machine to match the remaining distance from the current position to the destination floor. The speed is individually controlled for each hoist.

Fig. 1 is a perspective view showing the whole of an elevator control device. In the figure, 1 is the elevator shaft, 2 is the car, 3 is the floor of the car, 4 is the lower frame supporting the floor 3 of the car, 5 is the vertical frame erected on the left and right sides of the car 2, and 6 is the horizontal frame. The upper frame above the car 2. 7 is a pair of car guide rails fixed upright on the side walls of the elevator shaft on both sides of the car 2, and 8 is a counterweight guide rail fixed on the side walls of the elevator shaft on the back side of the car 2. Two pairs of counterweight guide rails 8 are arranged side by side respectively on the left and the right. Reference numeral 9 designates a pair of hoisting machines spaced apart from each other on the left and right at the top of the hoistway 1, and includes a sheave 10, a brake 11 for braking the sheave 10, and a motor 12 for driving the sheave 10. 13 is a pair of left and right main cables wound on the sheave 10 and one end is fixed to the lower frame 4 of the car 2, 14 is a deflector pulley that guides each main cable 13 to the car 2, and 15 is installed on each main cable. The hook bar at the end of the cable 13, 16 is a hook spring clamped between the lower frame 4 and each hook bar 15, and 17 is a counterweight fixed to the other end of each main cable 13, and is separately arranged on the left and right. 18 is the floor ground that the car 2 arrives at, and 19 is a control panel for controlling each winch 9 . 35 is a pair of left and right grid plates installed on the car guide rail 7 with the longitudinal direction facing the up and down direction, and a notch is formed as shown in the detailed view of FIG. 5 . 41 is a U-shaped optical sensor, and the opening is installed on the lower frame 4 of the car 2 towards the side wall of the hoistway, and utilizes the intermittent light output pulse signal through the grid plate 35 inserted in the opening. The grid plate 35 and the optical sensor 41 function as a car position detector.

However, the weight of the counterweight 17 is generally set to a load of 40% to 60% of the rated load, which is just in balance with when it is loaded on the car 2 . Here, with 50% of the load as a balance, the rated load is Wf, which acts equally on the left and right hoists 9, and load torque based on the unbalanced load Wf/4 acts on each sheave 10 . Therefore, when one of the brakes 11 is not actuated, an unbalanced load is concentrated on the other brake 11 . Therefore, the load torque based on the unbalanced load (Wf/4)×2 acts on the other brake 11, but the brake 11 is set to generate 250% to 300% of the load torque caused by the normal unbalanced load Wf/4. % of the braking torque, and thus the car 2 with the rated load Wf can be made stationary with one brake 11 .

Fig. 2 is a block diagram showing an electrical circuit of a control device for an elevator. In the figure, 21 is installed under the lower frame 4 of the car 2, and detects the tension of each main cable 13 by detecting the expansion and contraction of the hook spring 16, as shown in Figure 3 in detail. 51 is a car operating panel, and 52 is a hall button installed on the ground 18 of each floor. 53 is the encoder that sends pulse signal along with the rotation of each winch 9.

60 is an operation management device, including: a call registration circuit 60a for registering the calls of the car operation panel 51 and the hall button 52; a target lift distance calculation circuit 60b for calculating the lift distance to the destination floor as the target lift distance Do ; Issue the operation command circuit 60c of the operation command to the destination floor; Issue the ground alignment command circuit 60e of the ground alignment operation command; Under the static state of the car 2 before starting, the tension of each main cable 13 is accumulated to calculate the car 2. The load detection circuit 60f in the car of the load in the car.

Reference numeral 61L indicates equipment related to raising and lowering the left side of the car 2 as shown in a part surrounded by a dashed line in the figure, and 61R also indicates equipment related to raising and lowering the right side of the car 2 . The two devices 61L and 61R have the same device structure, and below, they will be described in unison without distinction. 62 is an operating contact that is closed by an instruction from the operating command circuit 60c or the ground alignment command circuit 60e to supply electric power from the power converter 77 to the motor 12 . 63 is a car speed calculation device for calculating the car speed Vm of the car 2 from the number of pulse signals per unit time generated by the encoder 53 . 64 is a lift distance calculator for integrating the car speed Vm to calculate the lift distance Dm from the departure floor to the current position of the car 2 .

65 is a subtractor that subtracts the lift distance Dm from the target lift distance Do, and calculates the remaining distance Dr to the destination floor. 66 is a position controller that outputs a speed command Vo that matches the remaining distance Dr. The speed command Vo Details are shown in Figure 8. 67 is a switch for connecting the terminals a and c according to the command of the operation command circuit 60c, and connecting the terminals b and c according to the command of the ground alignment command circuit 60e. 68 is a subtractor that calculates the speed difference between the speed command Vo and the car speed Vm, and 69 is a speed controller that outputs a torque command To that matches the speed difference.

71 is a switch that connects terminals b and c before the car 2 starts, and connects terminals a and c while closing the running contact 62. The tension of the cable 13 and the static torque calculator for calculating the static torque Ts, 73 is an adder for adding the static torque Ts and the torque command To, and 74 is the load torque Tm from the tension of the main cable 13 through the switch 71 A load torque calculator for calculation, 75 is a subtractor that calculates the torque difference between the added value of the torque command To and the static torque Ts and the load torque Tm, and 76 is a torque controller that outputs a current command Io that matches the torque difference 77 is a power converter that supplies electric power to the motor 12 based on the current command Io and the output current, and 78 is a current converter that detects the output current from the power converter 77 .

79 is a ground alignment area register, which records the ground alignment areas LZU and LZD set above and below the floor surface 18. The details of the ground alignment areas LZU and LZD are shown in FIG. 5 . 80 is a car position calculator for counting the pulse signal of the optical sensor 41 and calculating the car position LDm, and 81 is a car position LDm subtracted from the ground alignment area LZU or LZD, and the remaining value to the floor ground 18 is A subtracter for calculating the distance LDr, 82 is a ground alignment controller that outputs a speed command LVo matching the remaining distance LDr, and details of the speed command LVo are shown in FIG. 9 .

85 is a lifting distance comparator for comparing the lifting distance Dm of the left and right hoisting machines 9, 86 is a current comparator for comparing the current values of the left and right hoisting machines 9 through each current transformer 78, and 87 is a safety The loop stops the left and right hoisting machines 9 when the difference between the vertical distance Dm obtained by the vertical distance comparator 85 exceeds a predetermined value, or when the difference between the current values obtained by the current comparator 86 exceeds a predetermined value.

FIG. 3 is a vertical cross-sectional view showing main parts of the tension detector 21 . Usually, a plurality of main cables 13 are used on the left and right, but this is a case where the tension of one main cable 13 is detected. 22 is a winding core, 23 is a primary winding wound in the center of the winding core 22, 24 and 25 are secondary windings wound on the winding core 22 on both sides of the primary winding 23, and are differentially connected to each other. 26 is a movable iron core inserted in the winding core 22, which is fixed on the hook bar 15 by a bracket 27, and moves up and down with the expansion and contraction of the hook bar spring 16. That is, tension detector 21 is constituted by a differential transformer, primary winding 23 is connected to AC power supply 28 of voltage e1, and voltages e2a, e2b are output to secondary windings 24, 25, respectively. The voltage difference eo=e2a-e2b between both is output to the output terminal 29, and the voltage difference eo=0 when the movable iron core 26 is located in the center of the winding core 22.

The setting of the tension detector 21 is as follows. First, the tension of the left and right main cables 13 is measured in a state where the car 2 is unloaded. The positions of the movable iron cores of the tension detectors 21 on both the left and right sides are set so that the output eo is "0" when a smaller tension acts. Therefore, the output eo of the tension detector 21 becomes a value proportional to the difference between the values based on the smaller tension of the right and left main cables 13 at the time of no load.

FIG. 4 shows the operating state of the tension detector 21 described above. That is, the tension detectors 21 are installed on the left and right sides of the car 2 and operate independently to output eoL and eoR. When the car 2 is stationary, the static torques TsL, TsR are calculated by the respective static torque calculators 72L, 72R based on the above outputs eoL, eoR.

As shown in the figure, assuming that the passengers 2a ride together on the right side, the tension of the main cable 13R on the right side is greater than that of the main cable 13L on the left side. Therefore, the right hook lever spring 16R is more compressed, the value of the output eoR is larger than the value of the output eoL, and the static torque TsR is also the same.

5 is a perspective view showing a car position detector composed of a grid plate 35 and an optical sensor 41. On the grid plate 35 whose length is oriented in the vertical direction, notches 36 are punched out at a constant pitch d and formed on one side. There is a notch 37 for the arrival floor floor area cut out from the center, upper and lower dimensions LU, LD. 38 is a bracket for attaching the grid plate 35 to the car guide rail 7 .

On the inner surface of one arm of the main body of the light sensor 41, spotlights 42p, 43p are arranged up and down at a predetermined distance, a spotlight 44p is installed in the depth direction, and light receivers 42r, 43r, 44r are installed at corresponding positions on the other side. The lights of the spotlights 42p and 43p are interrupted by the grid plate 35, and the light receivers 42r and 43r function as car position encoders that output pulse signals. The light from the spotlight 44p is blocked by the grid plate 35, and the light receiver 44r detects the ground alignment areas LZU, LZD, and detects the arrival floor ground area LU, LD by the transmission of the light. Thus, the light receiver 44r functions as an arrival floor floor area detector.

Here, the grid plate 35 is installed on the car guide rail 7 by a bracket 38, so that when the car ground 3 is consistent with the floor ground 18, the center of the grid plate 35 is consistent with the center of the optical sensor 41 installed on the lower frame 4.

Fig. 6 shows the car 2 when it reaches the floor. That is, the car position detectors composed of the optical sensor 41 and the grating plate 35 are installed on the left and right sides of the car 2 and operate independently to detect the position of the car floor 3 . As shown in the figure, assuming that the car floor 3 is tilted upward α to the left with respect to the floor floor 18, the light receiver 44rR on the right is within the arrival floor floor area LU, LD, but the light receiver 44rL on the left is offset from the floor. The area LU is in the upper position. The ground alignment is then only on the left side, and only the left side of the car 2 is lowered for alignment with the ground so that the light receiver 44rL is in the arrival floor ground area LU, LD.

Fig. 7 also shows the car 2 when it reaches the floor of the floor. That is, ground alignment is performed only when both the left and right are within the ground alignment areas LZU and LZD. As shown in the figure, when the car floor 3 is tilted and stopped at the upper position of the floor floor 18, the light receiver 44rR on the right is in the ground alignment zone LZU, but the left light receiver 44rL is in the upper position away from the ground alignment zone LZU. , without ground alignment.

FIG. 8 shows the speed command Vo output from the position controller 66 during the call answering operation. The figure is an example for calculating the speed command Vo with respect to the remaining distance Dr to the destination floor. When the operation command is issued at time t0, the speed command vol is output as an initial value. The ascending and descending operation is performed according to the speed command vol. Once the ascending and descending distance calculator 64 outputs the distance Dm1, the remaining distance Dr to the destination floor is taken as the target ascending and descending distance Do, and Dr=(Do−Dml). The speed command vo2 is output to the remaining distance Dr. Similarly, if the vehicle moves up and down from the departure floor only by the distance Dm2 based on the speed command vo2, the remaining distance Dr (=Do−Dm2), for which the speed command vo3 is output. The current position of the car 2 is defined as the time t3 after the departure floor has been ascended and descended by the distance Dm3 based on the speed command vo3. A new speed command Vo is output for the remaining distance Dr (=Do-Dm3) from this position, and becomes a constant value once it reaches the rated speed Vmax.

When the remaining distance Dr is equal to the deceleration distance, then a decelerated speed command Vo is output in accordance with the remaining distance Dr, and the destination floor is reached according to the speed command Vo.

FIG. 9 shows the speed command LVo for the ground alignment operation. The speed command LVo for the ground alignment operation is output from the ground alignment controller 82 , and after the initial value LVmax is output, the speed command LVo which decreases stepwise with the remaining distance LDr is output from the subtractor 81 . In the ground alignment zones LZU and LZD, the photosensor 41 engages with the grid plate 35 . The car position calculation unit 80 detects the running direction of the car 2 from the operation sequence of the light receiver 42r and the light receiver 43r through this engagement, and the light receiver 42r from the upper reference position Pu or the lower reference position Pd as the starting point Or, the position LDm of the car 2 is calculated for the number of pulse signals of the optical receiver 43r. Therefore, in the case of descending operation, the upper reference position Pu is used as the starting point, and in the case of ascending operation, the lower reference position Pd is used as the starting point, and the position LDm of the car 2 is detected. When the car floor 3 deviates from the floor floor area LU, LD and the light of the photosensor 44r is blocked, alignment with the floor is performed according to the speed command LVo.

Next, the operation of the call answering operation will be described with reference to FIG. 10 . Hereinafter, the operation of the left device 61L and the right device 61R will be described without distinction.

Once the hall call or car call is registered in the call registration circuit 60a, step S11 is entered from step S11, and the operation instruction for answering the call is output from the operation instruction circuit 60c. In step S13, the vertical distance calculation circuit 60b calculates the vertical distance from the departure floor to the destination floor, and outputs the common target vertical distance Do to the left equipment 61L and the right equipment 61R. In step S14, the switch 71 is connected to the terminal b, the output of the tension detector 21 is output to the static torque calculator 72, and the static torque Ts is calculated from the tension of the main cable 13 in the static state before starting and stored. , connect the switch 71 to the terminal a. In step S15, the switch 67 is also connected to the terminal a. In step S16, the run contact 62 is closed, the brake 11 is released, and the electric motor 12 is powered.

In step S17, the pulse signal of the encoder 53 is input into the car speed calculation device 63 to calculate the car speed Vm, and the car speed Vm is integrated by the lift distance calculator 64, and the distance from the departure floor to the car 2 is calculated. Calculate the elevation distance Dm of the current position. In step S18, the lift distance Dm is subtracted from the target lift distance Do by the subtractor 65, so as to calculate the remaining distance Dr to the destination floor. In step S19 , a speed command Vo matching the remaining distance Dr is output from the position controller 66 . In step S20, the subtractor 68 calculates the speed difference ΔV between the speed command Vo and the car speed Vm. In step S21, the torque command To is calculated by the speed controller 69 based on the speed difference ΔV. In step S22 , the torque command To is added to the static torque Ts by the adder 73 . In step S23, the torque difference ΔT between the accumulated value of the torque command To and the static torque Ts and the load torque Tm is calculated by subtraction 75. In step S24, the torque controller 76 calculates the current command Io based on the torque difference ΔT. In step S25 , power is supplied to the motor 12 through the power converter 77 according to the current command Io.

In step S26, once it is detected that the car 2 arrives at the destination floor by the car position detector composed of the grid plate 35 and the optical sensor 41, enter step S27, disconnect the running contact 62, and make the brake 11 act, and the motor 12 does not apply the brake at the same time. Force, return to step S11, carry out the call answering operation of next time. In step S26, return to step S17 when the car 2 has not yet arrived at the destination floor, and repeat the processing from step S17 to step S26 below until the car 2 arrives at the destination floor.

Next, the operation of the ground alignment operation will be described based on Fig. 11 . Hereinafter, the left device 61L and the right device 61R operate together without distinction between left and right (except when necessary).

In step S31, only when the left and right photoreceivers 44r detect the ground alignment zones LZU and LZD at the same time as shown in FIG. 6, the process proceeds to step S32. As shown in FIG. 7, when the photoreceiver 44r of the ground alignment area LZU, LZD is not detected, the ground alignment operation is not performed. This is because the ground-aligned operation is not suitable when the difference between the floor ground 18 and the car ground 3 is large. In step S32, when the photoreceivers 44r of the left and right photosensors 41 simultaneously detect arrival in the floor area LU, LD, the ground alignment operation is not performed. This is because ground alignment is no longer necessary. As shown on the left side of FIG. 6, when there is an optical receiver 44r that has not detected the arrival of the floor area LU, LD, in step S33, the side of the optical receiver 44r that has not detected the arrival of the floor area LU, LD The ground alignment command circuit 60e of the ground is operated.

In step S34, the switch 71 is connected to the terminal b, and the output of the tension detector 21 is input into the static torque calculation unit 72, and the static torque Ts is calculated from the tension of the main cable 13 in the static state before starting and calculated. After storage, the switch 71 is connected to the terminal a. In step S35, the switch 67 is also connected to the terminal b. In step S36, the run contact 62 is closed, the brake 11 is released, and the electric motor 12 is powered. In step S37, the ground alignment controller 82 outputs an initial value LVmax as the speed command LVo of the ground alignment operation. In step S38 , the car position LDm is read from the car position calculator 80 . This car position LDm is already in the call answering operation, from the pulse signal of the optical sensor 41 starting from the upper reference position Pu or the lower reference position Pd when the car 2 arrives at the destination floor, it is calculated by the car position calculator 80 , and are stored. In step S39, the ground alignment areas LZU, LZD are read from the ground alignment area register 79, and the car position LDm is subtracted from the ground alignment areas LZU, LZD by the subtractor 81 to calculate the remaining distance LDr to the floor 18. In step S40, as shown in FIG. 9, the ground alignment control 82 outputs a speed command LVo that decreases stepwise with the remaining distance LDr. In step S41, the subtractor 68 calculates the speed difference ΔV between the speed command LVo and the car speed Vm.

Step S42 is the same process as that of Step S21 to Step S25 in FIG. 10 . Based on the speed difference ΔV, the speed controller 69 calculates the torque command To, and the adder 73 adds the torque command To to the static torque Ts. The subtractor 75 calculates the torque difference ΔT between the accumulated value of the torque command To and the static torque Ts and the load torque Tm, and the torque controller 76 calculates the current command Io according to the torque difference ΔT, and according to the current command Io, the power converter 77 supplies power to the motor 12 to drive the car 2 up and down.

In step S43, the light receiver 44r detects that the car ground 3 enters the arrival floor ground area LU, LD, then enters step S44, disconnects the running contact 62, makes the brake 11 act, and the motor 12 does not apply force at the same time, and the ground is aligned. The run ends. In step S43, when the car 2 has not yet entered the floor area LU, LD of the arrival floor, return to step S38, and the processing from step S38 to step S43 is repeated to perform ground alignment operation.

Adopt above-mentioned embodiment 1, because the main cable 13 is respectively locked on the left and right sides of the car 2 and is respectively wound on the hoisting machine 9 that is arranged upwards correspondingly, the car is lifted and driven, thus even if any one brake 11 does not act, The car 2 with the rated load Wf may also be stopped by the other brake 11 .

In addition, the tension of each main cable 13 in the static state before starting the car 2 is detected, and the torque of the corresponding hoist 9 is individually increased or decreased according to the detected value to drive the car 2 up and down. Placed in the car 2 so that the tension of each main cable 13 is different, the hoist 9 also drives the car 2 with a corresponding torque, thereby preventing the relative movement of each main cable 13 and avoiding abnormal inclination of the car floor 3.

Moreover, since each main cable 13 is provided with a tension detector 21, it is also provided with an in-car load that uses the cumulative value of the output of each tension detector 21 in the static state of the car 2 before starting as the load in the car. The detection circuit 60f, therefore, can detect the load in the car 2 and calculate the degree of confusion without providing other detectors.

Moreover, when the difference between the floor ground 18 and the car ground 3 when the car 2 arrives at the destination floor exceeds the upper arrival floor area LU or the lower arrival floor area LD, the corresponding hoist 9 is used for individual ground alignment. Therefore, it is assumed that The relative movement of the main cable 13 caused by the winch 9 and the inclination of the car floor 3 can also be corrected by aligning the ground, so that the relative movement of the main cable 13 will not be accumulated.

Moreover, the lifting distance Dm of each hoist 9 is calculated and compared with the hoisting distance comparator 85. When the difference exceeds a predetermined value, the safety circuit 87 operates to stop the hoisting machine 9. Therefore, abnormality of the car floor 3 can be prevented in advance. tilt.

In particular, the encoder 53 measures the rotational angular velocity ω of the hoist 9, and calculates the lifting distance Dm from the measured value. Therefore, not only when the main cable 13 moves relative to each other in reality, but also when the hoist 9 Even if the rotation of the sheave 10 does not correspond to the occurrence of a difference in the lifting distance Dm, the hoisting machine can be stopped. Therefore, even if the wear of the sheave 10 is uneven, it can be detected at an early stage and countermeasures can be taken.

Moreover, the electric current of the motor 12 of each hoist 9 is individually measured by the current comparator 86, and when the difference exceeds a predetermined value, the safety circuit 87 operates to stop the hoist 9. Therefore, it is possible to prevent the extreme load deviation of one motor 12. The state of setting, such as the operation under the state of abnormal tilt of car 2.

And, calculate in advance the lifting distance from the departure floor to the destination floor, give it as a common target lifting distance Do to each hoist 9, calculate the remaining distance Dr from the current position to the destination floor for each hoist 9, and compare it with the remaining distance Dr The corresponding speed is used as the speed command Vo to control the corresponding hoists 9 individually, so that the speed control suitable for the target lifting distance Do can be performed, and the destination floor can be accurately reached.

However, in the present embodiment 1, the bias of the load acting on the hoist 9 is detected by the current transformer 78 and compared by the current comparator 86, but it is not limited to this, it can also be obtained by Load torques acting on the hoists 9 are compared to detect load deviation.

Example 2

12 to 15 show Embodiment 2 of an elevator control device having a plurality of hoisting machines according to the present invention.

In this embodiment 2, at the beginning when the operation command is issued, the speed command is calculated as time goes by, and the winch is controlled uniformly. control.

Fig. 12 is a circuit block diagram showing the control device of the elevator, and 91 is a pair of left and right grating plates installed on the car guide rail 7 with the length facing the up and down direction. As shown in Fig. 13 in detail, from the up and down deceleration points PPu, PPd Cutting groove 36 is formed until the position of the floor ground. 100 is an operation management device, including: call registration circuit 60a; operation command circuit 60c; ground alignment command circuit 60e; car load detection circuit 60f; and optical sensor 41 and grid plate 91 A deceleration command circuit 60d that engages and issues a deceleration command when a deceleration point located in front of a position at a predetermined distance from the destination floor is detected. 101 is a time speed calculator that calculates the speed command Vao with the passage of time when the operation command circuit 60c issues the operation command, and controls both hoisting machines 9 collectively.

102L, as shown in the part surrounded by dotted line in the figure, represents the equipment related to the lifting of the main cable 13L on the left side of the car 2, and 102R also represents the equipment related to the lifting of the main cable 13R on the right side of the car 2 device of. The two devices 102L and 102R have the same device structure, and the following descriptions will be made without distinction between the two devices. 103 is a deceleration controller for calculating the speed corresponding to the remaining distance GDr from the deceleration point to the destination floor for each hoist 9 to generate the speed command Vdo shown in FIG. 14 . 104 is a switch that connects terminals a and d according to the command of the running command circuit 60c, connects terminals b and d through the command of the deceleration command circuit 60d, and connects terminals c and d through the command of the ground alignment command circuit 60e.

Reference numeral 105 denotes a portion composed of the same members as those denoted by reference numerals 71 to 77 in FIG. 2 . 106 is a car position calculator that counts the pulse signal of the optical sensor 41 and calculates the car position GDm, and 107 is a deceleration distance register that records the deceleration distances GZU and GZD from the deceleration point to the floor 18. 108 is a subtractor for subtracting the car position GDm starting from the deceleration point from the deceleration distance GZU or GZD to calculate the remaining distance GDr.

13 is a perspective view showing a car position detector composed of a grating plate 91 and an optical sensor 41. On the grating plate 91 whose length is oriented in the up-down direction, the vertical deceleration points PPu and PPd are set at a constant interval from the deceleration points PPu and PPd to the floor surface 18. Cutting groove 36 is pierced at a distance d, and at the same time, a notch 37 for the arrival floor floor area is formed on one side with the floor floor 18 as the center, and the upper and lower dimensions LU, LD are cut, and the upper and lower sides of the arrival floor floor area are formed. The masking part 92 defines the ground alignment areas LZU and LZD up and down with the floor ground 18 as the center.

That is, the grid plate 91 limits the deceleration distances GZU, GZD from the upper deceleration point PPu or the lower deceleration point PPd to the floor surface 18, and at the same time defines the ground-aligned area starting from the upper reference position Pu or the lower reference position Pd. LZU and LZD are limited, and also the arrival floor ground areas LU and LD are limited.

FIG. 14 shows the speed command Vao output from the time speed calculator 101 and the speed command Vdo output from the deceleration controller 103 .

After the operation command is issued from the operation command circuit 60a at time t20, the speed command Vao increases in stages every predetermined time Δt, and reaches a constant value after reaching the rated speed Vmax.

At time t21, the optical sensor 41 is engaged with the grating plate 91, and the switch 104 connects the terminals b and d by the operation of the deceleration command circuit 60d to output the deceleration speed command Vdo. That is, the car position calculator 106 calculates the car position GDm from the upper deceleration point PPu during the descending operation, and from the lower deceleration point PPd during the ascending operation. Once the remaining distance GDr is calculated by subtracting the car position GDm from the deceleration distance GZU or GZD by the subtracter 108, the deceleration controller 103 calculates the speed matching the remaining distance GDr. This speed is output by the switch 104 as a speed command Vdo.

Next, the operation of the call answering operation in Embodiment 2 of the present invention will be described with reference to FIG. 15 . In the following, the left device 102L and the right device 102R operate together and will be described without distinction.

Once a hall call or a car call is registered in the call registration circuit 60a, step S51 proceeds to step S52, and an operation command for answering the call is output from the operation command circuit 60c. In step S53, the switch 71 is connected to the terminal b, the static torque Ts is calculated and stored from the tension of the main cable 13 in the static state before starting, and the switch 71 is connected to the terminal a. In step S54, the switch 104 is connected to the terminal a. In step S55, the run contact 62 is closed, the brake 11 is released, and the electric motor 12 is powered.

In step S56, the speed command Vao is output from the time-velocity calculator 101 in accordance with the operation command of the operation command circuit 60c. In step S57, the subtractor 68 calculates the speed difference ΔV between the speed command Vao and the car speed Vm. Step S58 is the same process as Step S21 to Step S25 in FIG. 10 , and calculates the torque command To from the speed difference ΔV, and outputs the torque obtained by adding the torque command To to the static torque Ts to apply force to the motor 12 so that Car 2 lifts. In step S59, the optical sensor 41 is engaged with the grid plate 91, and it is checked whether the deceleration command circuit 60d outputs a deceleration command. If the deceleration command has not been output, the process returns to step S56, and the processing of steps S56 to S59 is repeated hereafter.

When the deceleration command has been output in step S59, the terminals b and d of the switch 104 are connected in step S60. In step S61, the car position GDm starting from the deceleration point PPu or PPd is read from the car position calculator 106 . In step S62, the deceleration distance GZU or GZD is read from the deceleration distance register 107, and the remaining distance GDr to the floor 18 is calculated by subtracting the car position GDm from the deceleration distance GZU or GZD by the subtracter 108. In step S63, the deceleration controller 103 outputs a speed command Vdo that decreases stepwise with the remaining distance GDr, as shown in FIG. 14 . In step S64, the subtractor 68 calculates the speed difference ΔV between the speed command Vdo and the car speed Vm. Step S65 is the same process as Step S21 to Step S25 in FIG. 10 , and calculates the torque command To from the speed difference ΔV, and outputs the torque obtained by adding the torque command To to the static torque Ts to apply force to the motor 12 to decelerate. run. In step S66, when the light receiver 44r detects that the car floor 3 enters the arrival floor floor area LU, LD, enter step S67, release the running contact 62, make the brake 11 act, and make the motor 12 not exert force at the same time, and end Call answering runs. In step S66, if the car floor 3 does not enter the arrival floor floor area LU, LD, then return to step S61, and repeat the processing of steps S61 to S66 below to perform call answering operation.

The ground alignment operation is the same as that shown in Fig. 11, and its description is omitted.

In the above-mentioned second embodiment, the speed command Vao is output from the time-velocity calculator 101 over time from the departure floor to the deceleration points Ppu and PPd, so that it is easy to calculate the speed command Vao. Furthermore, since the hoisting machines 9L and 9R on the left and right are collectively controlled with the same speed command Vao, it is difficult for them to have a difference in lifting distance.

In addition, from the deceleration points PPu, PPd to the floor surface 18 of the destination floor, the position of the car 2 of each main cable 13 is directly detected by the optical sensor 41 and the grid plate 91, so that accurate position control can be performed.

Example 3

Fig. 16 is a third embodiment of the elevator control device of the present invention.

In Embodiments 1 and 2 described above, the counterweights 17 are suspended on the left and right, respectively. In Embodiment 3, a common counterweight is suspended by the left and right main cables 13L and 13R. That is, both ends of the main cables 13L and 13R are fixed to the common car 2 and the common counterweight 17A.

In the above-mentioned third embodiment, the weight of the counterweight 17A is set in the same manner as in the first embodiment, and even if one of the brakes 11 does not operate, the car 2 with the rated load Wf can be brought to a standstill by only the other brake 11 . Especially in the present embodiment 3, the counterweight 17A is common to the left and right main cables 13L, 13R, so only a pair of counterweight guide rails 8 is sufficient, which can reduce the installation work.

Possibility of industrial use

As described above, the elevator control device having a plurality of hoisting machines according to the present invention is suitable for an elevator control device having to install a plurality of hoisting machines in a small place. In addition, it is also suitable for elevator control devices where the lifting of heavy objects is restricted during installation.

Claims (2)

1. A control device for an elevator, in which the main cable is respectively locked at a plurality of parts of the car that is lifted and lowered along the hoistway and is wound on a plurality of winches that are correspondingly arranged upwards, so as to drive the car to go up and down, It is characterized in that the tension of each main cable in the static state of the car is individually detected by a tension detector, and the output of the corresponding hoist is individually increased or decreased according to the detected value, thereby driving the The car lifts. 2. The control device of an elevator as claimed in claim 1, characterized in that, a load detection device in the car is provided, and the detection device uses a tension detector to accumulate the tension in the static state detected by each main cable, Thereby, the load in the car is detected.

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