Elevator arrangement

Abstract

The third command determining section determines a current command based on the first current command determined by the first command determining section (23) and the second current command determined by the second command determining section (24). The brake control section (25) controls the brake device (6) based on the current command. The second command determining section (24) determines the second current command in such a manner that the current value indicated by the current command determined by the third command determining section becomes larger in steps when the brake switch (7) no longer detects that the brake device (6) is in the non-braking state.

Description

Technical Field

[0001] This invention relates to elevator devices. Background Technology

[0002] Patent Document 1 describes an elevator device. In the elevator device described in Patent Document 1, a rescue operation is performed to rescue passengers when they are trapped in the car.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2013-119436 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In the elevator device described in Patent Document 1, rescue operations are performed by controlling a braking device. However, in this device, hysteresis is not taken into account when controlling the braking force of the braking device. Therefore, vibrations are generated in the car during rescue operations, causing discomfort to passengers.

[0008] This invention was made to solve the aforementioned problems. The object of this invention is to provide an elevator device capable of suppressing vibrations generated in the car during operation using a braking device.

[0009] Methods for solving problems

[0010] The elevator device of the present invention includes: a traction machine that drives a car by rotating a drive sheave; a braking device that generates a braking force on the rotation of the drive sheave; a sensor for detecting that the braking device is in a non-braking state; a command generation unit that generates a command for the speed of the car; a speed detection unit that detects the speed of the car; a first command determination unit that determines a first current command based on the deviation between the speed indicated by the command generated by the command generation unit and the speed detected by the speed detection unit; a second command determination unit that determines a second current command; a third command determination unit that determines a current command for the braking device based on the first current command determined by the first command determination unit and the second current command determined by the second command determination unit; and a braking control unit that controls the braking device based on the current command determined by the third command determination unit. The second command determination unit determines the second current command in such a way that the current value indicated by the current command determined by the third command determination unit increases in a stepwise manner when the sensor no longer detects that the braking device is in a non-braking state.

[0011] Invention Effects

[0012] In the elevator device of the present invention, the third command determination unit determines the current command for the braking device based on the first current command determined by the first command determination unit and the second current command determined by the second command determination unit. The second command determination unit determines the second current command in such a way that the current value indicated by the current command determined by the third command determination unit increases in a stepwise manner when the sensor no longer detects that the braking device is in a non-braking state. With this elevator device, vibrations generated in the car when the braking device is in operation can be suppressed. Attached Figure Description

[0013] Figure 1 This is a diagram showing an example of an elevator device according to Embodiment 1.

[0014] Figure 2 This is a diagram showing an example of a braking device.

[0015] Figure 3 This is a graph showing the relationship between the current and braking force of the braking device.

[0016] Figure 4 This is a diagram showing an example of a speed controller.

[0017] Figure 5 This is a diagram illustrating an example of the operation of the elevator device in Embodiment 1.

[0018] Figure 6 This is a diagram illustrating another example of the operation of the elevator device in Embodiment 1.

[0019] Figure 7 This is a diagram illustrating an example of a speed controller in Embodiment 2.

[0020] Figure 8 This is a diagram illustrating an example of the operation of the elevator device in Embodiment 2.

[0021] Figure 9 This is a diagram showing an example of an elevator device according to Embodiment 3.

[0022] Figure 10 This is a diagram illustrating an example of an elevator device according to Embodiment 4.

[0023] Figure 11 This is a diagram illustrating an example of the hardware resources of a control device.

[0024] Figure 12 This is another example of the hardware resources of the control device. Detailed Implementation

[0025] The following is a detailed description with reference to the accompanying drawings. Repetitive descriptions have been simplified or omitted where appropriate. In the drawings, the same reference numerals denote the same or equivalent parts.

[0026] Implementation method 1.

[0027] Figure 1 This diagram illustrates an example of an elevator system according to Embodiment 1. The elevator system includes a car 1 and a counterweight 2. The car 1 moves vertically within a shaft 3. The counterweight 2 also moves vertically within the shaft 3. The shaft 3 is a vertically extending space formed within a building. The car 1 and the counterweight 2 are suspended within the shaft 3 by means of ropes 4. As an example, Figure 1 This diagram shows an elevator system with a 1:1 rope winding method. A 2:1 rope winding method can also be used in this elevator system.

[0028] The traction machine 5 is equipped with a drive sheave. The rope 4 is wound around the drive sheave of the traction machine 5. The car 1 moves up and down in the hoistway 3 by rotating the drive sheave. That is, the traction machine 5 drives the car 1 by rotating the drive sheave.

[0029] The braking device 6 generates a braking force that acts as resistance against the rotation of the drive sheave. During normal operation, the car 1 is decelerated and stopped by the traction machine 5. The braking device 6 generates a braking force after the car 1 stops, preventing further movement of the car 1.

[0030] Figure 1 The example shown is of a device that is different from the traction machine 5. However, the braking device 6 can also be integrated into the traction machine 5. In the following text, with respect to the braking device 6, the state in which braking force is generated is also referred to as the braking state. With respect to the braking device 6, the state in which no braking force is generated is also referred to as the non-braking state.

[0031] A brake switch 7 is installed on the braking device 6. The brake switch 7 detects that the braking device 6 is in a non-braking state. When the brake switch 7 detects that the braking device 6 is in a non-braking state, it outputs a detection signal. The brake switch 7 is one example of a sensor used to detect that the braking device 6 is in a non-braking state. Other sensors besides the brake switch 7 can also be used as this sensor. The detection method of this sensor can be any method.

[0032] The control device 8 controls the traction machine 5 and the braking device 6. The traction machine 5, the braking device 6, and the control device 8 are located in the machine room above the shaft 3. Alternatively, the traction machine 5, the braking device 6, and the control device 8 can be located within the shaft 3.

[0033] Position detector 9 is installed on traction machine 5. Position detector 9 is, for example, an optical encoder. Position detector 9 can also be a resolver or a magnetic sensor. Position detector 9 detects the rotation angle of the drive sheave. The rotation angle detected by position detector 9 is used for speed control and position control of car 1. The rotation angle detected by position detector 9 is used to determine the output of voltage command to braking device 6.

[0034] The car 1 is pre-set with a rated load capacity. As an example, the weight of the counterweight 2 is set such that when a load of 50% of the rated load is applied to the car 1, the car 1 and the counterweight 2 achieve balance. As another example, the weight of the counterweight 2 can also be set such that when a load of 40% or 45% of the rated load is applied to the car 1, the car 1 and the counterweight 2 achieve balance.

[0035] If the weight of car 1 is not exactly the same as the weight of counterweight 2, a weight difference will occur between car 1 and counterweight 2. This weight difference will cause an unbalanced torque to act on traction machine 5. Therefore, when braking device 6 is in a non-braking state in this condition, car 1 and counterweight 2 will move even if traction machine 5 does not generate torque to drive car 1. For example, if a passenger is trapped in car 1 when traction machine 5 cannot drive car 1, the passenger can be rescued by de-braking device 6. In the following text, this operation performed for rescue will also be referred to as a rescue operation.

[0036] The control device 8 has the function of controlling rescue operations. Specifically, the control device 8 includes a speed detection unit 21, a command generation unit 22, a first command determination unit 23, a second command determination unit 24, and a braking control unit 25. The control device 8 also includes a subtractor 26 and an adder 27, which serves as the third command determination unit. The first command determination unit 23, the second command determination unit 24, and the adder 27 are included in the speed controller 28.

[0037] The speed detection unit 21 detects the rotational speed of the drive sheave. As described above, the rope 4 suspending the car 1 is wound around the drive sheave of the traction machine 5. Therefore, the car 1 moves in response to the rotation of the drive sheave. The function of the speed detection unit 21 is synonymous with the function of detecting the speed of the car 1.

[0038] The speed detection unit 21 calculates the rotational speed of the drive sheave based on the rotational angle detected by the position detector 9. For example, the speed detection unit 21 obtains the rotational speed by performing a time derivative on the rotational angle. The speed detection unit 21 can also use a low-pass filter to smooth the rotational speed, thereby removing noise caused by the time derivative. The speed detection unit 21 can also detect the rotational speed of the drive sheave every predetermined time interval. This predetermined time interval is preset. The speed detection unit 21 can also be equipped with a timer to achieve this function.

[0039] The instruction generation unit 22 generates instructions regarding the rotational speed of the drive sheave. As described above, the car 1 moves in response to the rotation of the drive sheave. Therefore, the function of the instruction generation unit 22 is synonymous with the function of generating instructions regarding the speed of the car 1.

[0040] The command generation unit 22 generates a speed command for guiding the car 1 to the target floor. As an example, the command generation unit 22 generates this speed command as the output of the position control based on the position control system including the traction machine 5.

[0041] Subtractor 26 outputs the deviation between the speed indicated by the command generated by command generation unit 22 and the speed detected by speed detection unit 21. For example, subtractor 26 subtracts the speed detected by speed detection unit 21 from the speed indicated by the command generated by command generation unit 22. In the following, the speed indicated by the command generated by command generation unit 22 is also called the command speed. The speed detected by speed detection unit 21 is also called the detected speed.

[0042] The first command determination unit 23 determines the first current command for the braking device 6. The first command determination unit 23 calculates the first current command based on the deviation output from the subtractor 26. In the first command determination unit 23, P control is used as the control method for calculating the first current command. PI control or PID control may also be used as the control method in the first command determination unit 23.

[0043] The second command determination unit 24 determines the second current command for the braking device 6. The detection signal from the brake switch 7 is input to the second command determination unit 24. When determining the second current command, the second command determination unit 24 uses the detection signal from the brake switch 7 and the deviation output from the subtractor 26.

[0044] The third command determination unit determines the current command for the braking device 6 based on the first current command determined by the first command determination unit 23 and the second current command determined by the second command determination unit 24. Figure 1 In the example shown, the third command determination unit is adder 27. Adder 27 adds the first current command determined by the first command determination unit 23 and the second current command determined by the second command determination unit 24. The sum calculated by adder 27 is output from speed controller 28 as a current command for braking device 6.

[0045] The braking control unit 25 controls the braking device 6 based on the current command determined by the third command determination unit. For example, the braking control unit 25 calculates a voltage command for the braking device 6 based on the current command output from the adder 27. The braking control unit 25 may also generate a voltage command using the output from the adder 27 based on the detected current of the braking device 6.

[0046] Figure 2This diagram illustrates an example of a braking device 6. The braking device 6 includes a brake drum 10, a brake shoe 11, a spring 12, and an electromagnetic coil 13. The brake shoe 11, spring 12, and electromagnetic coil 13 are contained within a braking module. Figure 1 An example is shown where the braking device 6 has a pair of braking modules. Brake switches 7 are provided for each braking module separately.

[0047] When the drive rope wheel of the traction machine 5 rotates, the brake drum 10 rotates; when the drive rope wheel stops, the brake drum 10 stops. Figure 1 An example is shown where the brake drum 10 is connected to the drive sheave via a shaft. Alternatively, the brake drum 10 may be integrally formed with the drive sheave. A brake shoe 11 is positioned opposite the brake drum 10. The brake shoe 11 is displaced in a manner that allows it to approach and move away from the brake drum 10. When the brake shoe 11 contacts the brake drum 10, braking force is generated. If the brake shoe 11 moves away from the brake drum 10, no braking force is generated.

[0048] Spring 12 generates a force F1 to press brake shoe 11 against brake drum 10. Electromagnetic coil 13 generates an attractive force F2 in the direction that brake shoe 11 moves away from brake drum 10.

[0049] If no current flows through the electromagnetic coil 13, no attractive force F2 is generated. Therefore, the brake shoe 11 is pressed against the brake drum 10 by the force F1 of the spring 12. That is, a braking force corresponding to the force F1 is generated.

[0050] The attractive force F2 varies depending on the magnitude of the current flowing through the electromagnetic coil 13. If current flows through the electromagnetic coil 13, a braking force (F1-F2) is generated, which is the force obtained by subtracting the attractive force F2 from the force F1. When the value of the current flowing through the electromagnetic coil 13 increases to a certain value, the attractive force F2 becomes greater than the force F1. If the attractive force F2 is greater than the force F1, the brake shoe 11 disengages from the brake drum 10. In this state, no braking force is generated.

[0051] When a current sufficient to disengage the brake shoe 11 from the brake drum 10 flows through the electromagnetic coil 13, even if the current flowing through the electromagnetic coil 13 decreases, the attractive force F2 is greater than the force F1 for a short period of time. During this period, the brake shoe 11 does not begin to move.

[0052] When the current flowing through the electromagnetic coil 13 decreases to a certain value, the attractive force F2 becomes less than the force F1. As a result, the brake shoe 11 moves closer to the brake drum 10. Figure 2 In the example shown, the brake shoe 11 falls in a manner close to the brake drum 10. Then, when the brake shoe 11 is pressed against the brake drum 10, braking force is generated.

[0053] As an example, brake switch 7 is configured to output a detection signal when brake shoe 11 leaves the brake drum from a specific position. Figure 2 In the example shown, when an attractive force F2 is generated, the brake shoe 11 moves upward. When the brake shoe 11 moves upward a predetermined distance, it disengages from the brake drum 10 and ceases to generate braking force. The brake switch 7 is configured to detect this movement of the brake shoe 11.

[0054] Figure 3 This is a diagram showing the relationship between the current and braking force of the braking device 6. Figure 3 The horizontal axis represents the current of the braking device 6, that is, the current flowing through the electromagnetic coil 13. Figure 3 The vertical axis represents the braking force generated by braking device 6. For example... Figure 3 As shown, in the relationship between the current and the braking force of the braking device 6, there is a hysteresis when the current is increased until the braking force becomes 0 and when the current is reduced after the braking force becomes 0.

[0055] That is, in Figure 3 In state A shown, no current flows through electromagnetic coil 13. Even if current begins to flow through electromagnetic coil 13 from this state, the braking force remains unchanged until the current value becomes I2. When the value of the current flowing through electromagnetic coil 13 is greater than I2, the braking force decreases. When the value of the current flowing through electromagnetic coil 13 is greater than I3, the braking force becomes 0. I3 is greater than I2.

[0056] On the other hand, even if the value of the current flowing through electromagnetic coil 13 decreases from a state greater than I3, if the value of the current flowing through electromagnetic coil 13 is greater than I1, the braking force will not change. In this case, the braking force is 0. Figure 3 In the example shown, I1 is less than I2. When the value of the current flowing through electromagnetic coil 13 is less than I1, the braking force increases.

[0057] Consider a general example of using a braking device 6 with such hysteresis to control the rotation of a drive pulley. As described above, from Figure 3 As shown in state A, current begins to flow through electromagnetic coil 13. When the value of this current is greater than I2, the braking force decreases. During this period, until the current value reaches I3, the braking force changes linearly with respect to the magnitude of the current without hysteresis. That is, continuous control of the braking force is possible during this period.

[0058] On the other hand, when the current flowing through the electromagnetic coil 13 is greater than I3, the braking force is affected by hysteresis. Therefore, when the current value is greater than I3, continuous control of the braking force is no longer possible.

[0059] If the weight difference between the car 1 and the counterweight 2 is small, the unbalanced torque acting on the traction machine 5 is small. When the brake shoe 11 disengages from the brake drum 10 in this state, the drive pulley can only accelerate slowly. Therefore, the difference between the actual speed and the commanded speed of the drive pulley becomes larger. When this difference becomes larger, the current command for the braking device 6 becomes larger. That is, a current command is output that increases the current flowing through the solenoid coil 13. As a result, the value of the current flowing through the solenoid coil 13 exceeds I3.

[0060] Then, as the drive pulley accelerates, the difference between the actual speed and the commanded speed of the drive pulley decreases, and the current command for the braking device 6 decreases. However, once the value of the current flowing through the electromagnetic coil 13 exceeds I3, even if the current command for the braking device 6 decreases, no braking force will be generated if the value of the current flowing through the electromagnetic coil 13 is not less than I1. That is, continuous control of the braking force cannot be achieved.

[0061] Next, we will also use Figure 4 and Figure 5 The operation of this elevator device is explained in detail. Figure 4 This is a diagram showing an example of a speed controller 28. Figure 5 This is a diagram illustrating an example of the operation of the elevator device in Embodiment 1. Figure 5 The upper section indicates the speed of car 1. Figure 5 The middle section shows the current of the braking device 6. Figure 5 The lower section shows the detection signal output from brake switch 7.

[0062] Figure 4 An example is shown where the second command determination unit 24 is an integrator. The second command determination unit 24 is input with the speed deviation, i.e., the deviation from the subtractor 26, and the detection signal from the brake switch 7. If the brake switch 7 does not detect that the braking device 6 is in a non-braking state, the second command determination unit 24 does not perform integration processing. That is, if no detection signal is input from the brake switch 7, the second command determination unit 24 resets the integrator, setting the second current command to 0.

[0063] On the other hand, if the brake switch 7 detects that the brake device 6 is in a non-braking state, the second command determination unit 24 performs integration processing. That is, if a detection signal has been input from the brake switch 7, the second command determination unit 24 determines the second current command by integrating the deviation from the subtractor 26.

[0064] like Figure 5As shown, when the rescue operation begins, the control device 8 outputs a command to the braking device 6 to increase the current flowing through the electromagnetic coil 13. This causes the brake shoe 11 to disengage from the brake drum 10, and the braking force becomes zero. At this time, if the weight difference between the car 1 and the counterweight 2 is small, the drive pulley will only accelerate slowly even though the brake shoe 11 has disengaged from the brake drum 10. If the acceleration is slow, the detected speed does not follow the commanded speed. Therefore, the control device 8 continues to output commands to increase the current flowing through the electromagnetic coil 13.

[0065] When the rescue operation begins, at time T1, the brake switch 7 detects that the brake device 6 is in a non-braking state. Therefore, the brake switch 7 outputs a detection signal. As described above, if no detection signal is input from the brake switch 7, the second command determination unit 24 outputs 0 as a second current command. When a detection signal is input from the brake switch 7 at time T1, the second command determination unit 24 begins integrating the deviation from the subtractor 26.

[0066] Furthermore, the integral gain of the second command determination unit 24 is set to calculate the second current command on the side where the value of the current flowing through the electromagnetic coil 13 decreases. Figure 5 In the example shown, at time T1, the detected speed has not reached the commanded speed, so the speed deviation is positive. That is, by setting the integral gain of the second command determination unit 24 to negative, the second current command can be set on the side that reduces the value of the current flowing through the electromagnetic coil 13.

[0067] exist Figure 5 In the example shown, the current value indicated by the second current command is limited by a limit value. This limit value is set based on the difference between the current required when the braking device 6 changes from a braking state to a non-braking state and the current required when the braking device 6 changes from a non-braking state to a braking state. The current required when the braking device 6 changes from a braking state to a non-braking state is equivalent to... Figure 3 As shown in I3, the current required for the braking device 6 to change from a non-braking state to a braking state is equivalent to... Figure 3 The limit value is shown as I1. That is, the limit value is preferably set to (I3-I1).

[0068] exist Figure 5 In the example shown, at time T2, the detected speed matches the commanded speed. When the detected speed matches the commanded speed, the control device 8 outputs a command to reduce the current flowing through the electromagnetic coil 13. That is, the control device 8 outputs a command to generate braking force to slow down the rotational speed of the drive pulley.

[0069] However, as Figure 3As shown, in order to generate braking force, the current flowing through the electromagnetic coil 13 must be reduced to I1. No braking force is generated until the current flowing through the electromagnetic coil 13 is reduced to I1. Therefore, even after the detected speed matches the commanded speed, the car 1 continues to accelerate. That is, after the detected speed matches the commanded speed, the detected speed is greater than the commanded speed. Furthermore, even after the detected speed matches the commanded speed, a detection signal continues to be output from the brake switch 7.

[0070] Then, at time T3, the current flowing through the electromagnetic coil 13 becomes I1. As a result, the brake shoe 11 is pressed against the brake drum 10, thus generating braking force.

[0071] Furthermore, at time T3, the brake switch 7 no longer detects that the brake device 6 is in a non-braking state. That is, it no longer outputs a detection signal from the brake switch 7. When no more detection signals are input from the brake switch 7 at time T3, the second command determination unit 24 sets the second current command to 0.

[0072] Thus, in Figure 5 In the example shown, at time T3, the current value indicated by the second current command changes from its limit value to 0. That is, the current value indicated by the current command output from adder 27 increases sharply in a step-like manner at time T3, equivalent to an amount of (I3-I1). This is equivalent to... Figure 3 In the example shown, the current value, which was reduced to I1, is increased to I3.

[0073] When the weight difference between the car 1 and the counterweight 2 is small, pressing the brake shoe 11 too forcefully against the brake drum 10 will cause vibration or impact in the car 1. This function of the second command determination unit 24 eliminates the hysteresis characteristic of the braking device 6. That is, continuous control of the braking force can be performed even at time T3. Therefore, vibration and impact generated in the car 1 at time T3 can be suppressed. There is no need to worry about passengers in the car 1 experiencing discomfort due to vibrations generated during rescue operations.

[0074] Furthermore, after time T3, continuous control of the braking force can be performed without hysteresis. Therefore, the detected speed changes in a manner that follows the commanded speed.

[0075] Figure 6 This is a diagram illustrating another operational example of the elevator device in Embodiment 1. Figure 6 In the example shown, it is also related to Figure 5 Similarly, in the example shown, when the brake switch 7 no longer detects that the brake device 6 is in a non-braking state, the second command determination unit 24 sets the second current command to 0. That is, the second command determination unit 24 determines the second current command in a manner that causes the current value shown by the current command determined by the third command determination unit to increase sharply in a step-like manner.

[0076] On the other hand, Figure 6 In the example shown, the timing of the second instruction decision unit 24 starting integration processing is... Figure 5 The examples shown are different. Figure 6 In the example shown, even if a detection signal from the brake switch 7 is input at time T1, if the commanded speed is faster than the detected speed, the second command determination unit 24 sets the second current command to 0. That is, if the brake switch 7 detects that the brake device 6 is in a non-braking state and the detected speed is faster than the commanded speed, the second command determination unit 24 performs deviation integration processing. Furthermore, the speed deviation is negative during the period from time T2 to time T3. Therefore, in Figure 6 In the example shown, the integral gain of the second instruction determination unit 24 is set to positive.

[0077] In this embodiment, the case where the weight difference between the car 1 and the counterweight 2 is small is described in detail. This is only one example. In the example shown in this embodiment, the same effect can be expected regardless of the weight difference between the car 1 and the counterweight 2. That is, the vibration and impact generated in the car 1 at time T3 can be suppressed regardless of the amount of load on the car 1.

[0078] Furthermore, in the example shown in this embodiment, such as Figure 1 As shown, feedback control is performed in response to changes in the speed of the car 1. Therefore, unlike start-stop control (Bang-Bang control), it can achieve control with excellent robustness to the effects of individual differences in the braking module and temperature changes.

[0079] Implementation method 2.

[0080] Figure 7 This diagram illustrates an example of the speed controller 28 according to Embodiment 2. The speed controller 28 of this embodiment includes a first command determination unit 23, a second command determination unit 24, and an adder 27. Figure 7 In the example shown, the function of the second instruction determination unit 24 differs from the function disclosed in Embodiment 1. Regarding aspects not specifically disclosed in this embodiment, they are the same as those disclosed in Embodiment 1.

[0081] exist Figure 7 In the example shown, the second command determination unit 24 determines 0 or a fixed value as the second current command. Alternatively, the deviation from the subtractor 26 may not be input to the second command determination unit 24. However, as in the example disclosed in Embodiment 1, the detection signal from the brake switch 7 is input to the second command determination unit 24.

[0082] If the brake switch 7 does not detect that the brake device 6 is in a non-braking state, the second command determination unit 24 sets the second current command to 0. If the brake switch 7 detects that the brake device 6 is in a non-braking state, the second command determination unit 24 determines a fixed value as the second current command. This fixed value is preset.

[0083] Figure 8 This is a diagram illustrating an example of the operation of the elevator device in Embodiment 2. Figure 8 Is with Figure 5 A fairly accurate diagram.

[0084] like Figure 8 As shown, when the rescue operation begins, the control device 8 outputs a command to the braking device 6 to increase the current flowing through the electromagnetic coil 13. If the weight difference between the car 1 and the counterweight 2 is small, then... Figure 5 Similarly, the control device 8 continues to output instructions to increase the current flowing through the electromagnetic coil 13.

[0085] When the rescue operation begins, at time T1, the brake switch 7 detects that the brake device 6 is in a non-braking state. Therefore, the brake switch 7 outputs a detection signal. As described above, if no detection signal is input from the brake switch 7, the second command determination unit 24 outputs 0 as the second current command. When a detection signal is input from the brake switch 7 at time T1, the second command determination unit 24 outputs a fixed value as the second current command.

[0086] This fixed value is set to apply to the side where the current flowing through the electromagnetic coil 13 decreases. That is, the current value shown as the output current command from the adder 27 when the second current command is fixed is smaller than the current value shown as the output current command from the adder 27 when the second current command is 0. This fixed value can also be set based on the difference between the current value required when the braking device 6 changes from a braking state to a non-braking state and the current value required when the braking device 6 changes from a non-braking state to a braking state. Figure 8 The example shown is a preferred example of the second instruction determination unit 24 outputting the above-mentioned limit value as the fixed value.

[0087] and Figure 5 Similarly, in the example shown, after the detected speed matches the commanded speed at time T2, the detected speed is greater than the commanded speed. Then, at time T3, the value of the current flowing through the electromagnetic coil 13 becomes I1. As a result, the brake switch 7 no longer detects that the brake device 6 is in a non-braking state. That is, at time T3, a detection signal is no longer output from the brake switch 7. When no more detection signals are input from the brake switch 7 at time T3, the second command determination unit 24 sets the second current command to 0.

[0088] Thus, in Figure 8 In the example shown, at time T3, the current value indicated by the second current command also changes from the limit value to 0. That is, at time T3, the current value indicated by the current command output from adder 27 increases sharply in a step-like manner, equivalent to an amount of (I3-I1). This is equivalent to... Figure 3 In the example shown, the current value, which was reduced to I1, is increased to I3.

[0089] By utilizing this function of the second command determination unit 24, the hysteresis characteristic of the braking device 6 can be eliminated. Therefore, in the example shown in this embodiment, continuous control of the braking force can also be performed at time T3. As a result, vibrations and shocks generated in the car 1 at time T3 can be suppressed. There is no need to worry about passengers in the car 1 experiencing discomfort due to vibrations generated during rescue operations.

[0090] Furthermore, after time T3, continuous control of the braking force can be performed without hysteresis. Therefore, the detected speed changes in a manner that follows the commanded speed.

[0091] As another example, it can also be compared with Figure 6 Similarly, in the example shown, even if a detection signal from the brake switch 7 is input at time T1, if the command speed is faster than the detection speed, the second command determination unit 24 sets the second current command to 0. That is, if the brake switch 7 detects that the brake device 6 is in a non-braking state, and the detection speed is faster than the command speed, the second command determination unit 24 outputs a fixed value as the second current command.

[0092] Implementation method 3.

[0093] Figure 9 This diagram illustrates an example of the elevator device according to Embodiment 3. The control device 8 of this embodiment also includes a feedforward control unit 29 and an adder 30. Figure 1 The control device 8 shown is different. Regarding aspects not specifically disclosed in this embodiment, they are the same as those disclosed in Embodiment 1 or Embodiment 2.

[0094] The feedforward control unit 29 receives instructions generated by the input instruction generation unit 22. The feedforward control unit 29 calculates a feedforward current instruction to follow the speed instruction from the instruction generation unit 22. The current value shown in the feedforward current instruction is the ideal current value required to follow the speed instruction.

[0095] Since it is necessary to calculate such an ideal current value, the feedforward control unit 29 is preferably a differentiator. The acceleration is obtained by differentiating the velocity. The dimension of the acceleration is the same as that of the torque and the current. Alternatively, the feedforward control unit 29 may also be equipped with a pseudo-differentiating filter. The feedforward control unit 29 can calculate this value using any method, as long as it can calculate the ideal current value for following the speed command.

[0096] The feedforward current command calculated by the feedforward control unit 29 is input to the adder 30. The adder 30 adds the current command from the adder 27 to the feedforward current command from the feedforward control unit 29. The output from the adder 30 is input to the braking control unit 25.

[0097] exist Figure 9 In the example shown, the braking control unit 25 controls the braking device 6 not only based on the current command determined by the third command determination unit, but also based on the feedforward current command calculated by the feedforward control unit 29. The feedforward current command indicates the ideal current required to follow the speed command. Therefore, in Figure 9 In the example shown, the ability to follow speed commands can be improved.

[0098] Implementation method 4.

[0099] Figure 10 This diagram illustrates an example of the elevator device according to Embodiment 4. The control device 8 of this embodiment also includes a distance detection unit 31 and a brake selection unit 32, which are similar to... Figure 9 The control device 8 shown is different. Regarding aspects not specifically disclosed in this embodiment, they are the same as those disclosed in any of the embodiments 1-3.

[0100] The distance detection unit 31 detects the distance traveled by the car 1. As an example, the distance detection unit 31 detects the travel distance of the car 1 based on the rotation angle detected by the position detector 9 and the diameter of the drive sheave. The diameter of the drive sheave is known. Alternatively, a dedicated sensor for detecting the travel distance of the car 1 can be used. The distance detection unit 31 can also utilize a speed limiter (not shown) to detect the travel distance of the car 1.

[0101] The braking selection unit 32 selects the braking module that generates braking force. Figure 10 In the example shown, the braking device 6 includes a pair of braking modules. As described above, each braking module includes a brake shoe 11, a spring 12, and an electromagnetic coil 13. That is, each braking module can generate braking force independently. The braking selection unit 32 selects the braking module that generates braking force based on the travel distance of the car 1 detected by the distance detection unit 31.

[0102] The braking device 6 is originally intended to keep the car 1 stationary. The braking device 6 is not designed to stop the rotating drive sheave. Therefore, if the braking device 6 is used to stop the rotating drive sheave, there is a concern that the brake shoe 11 may be overheated due to friction with the brake drum 10.

[0103] Whenever the travel distance detected by the distance detection unit 31 reaches a predetermined distance, the brake selection unit 32 switches the brake module that generates braking force. This prevents the brake shoe 11 from overheating. This predetermined distance is preset so that the heat generated by the brake shoe 11 does not exceed the design value during speed control during rescue operations. For example, if the heat generated by the brake shoe 11 reaches the design value when the car 1 moves 1m, the predetermined distance is set to 1m. Preferably, the relationship between the travel distance of the car 1 and the heat generated by the brake shoe 11 is obtained in advance, and the predetermined distance is set based on this obtained result.

[0104] A voltage command from the brake control unit 25 is output to the brake module selected by the brake selection unit 32. For example... Figure 10 As shown in the example, when the braking device 6 has a pair of braking modules, the braking modules that generate braking force are switched alternately. When the braking device 6 has three or more braking modules, the order in which the braking selection unit 32 selects can be predetermined.

[0105] In the example shown in this embodiment, the brake shoe 11 can be prevented from overheating during rescue operations. Therefore, the deterioration of the braking device 6 can be suppressed, and the malfunction of the braking device 6 can be prevented.

[0106] Figure 11 This diagram illustrates an example of the hardware resources of the control device 8. The control device 8 includes a processing circuit 40 comprising a processor 41 and a memory 42 as hardware resources. The processing circuit 40 may also include multiple processors 41. The processing circuit 40 may also include multiple memories 42.

[0107] In this embodiment, the elements indicated by reference numerals 21 to 32 represent the functions of the control device 8. The functions of each element indicated by reference numerals 21 to 32 can be implemented by software, firmware, or a combination of software and firmware described as a program. This program is stored in the memory 42. The control device 8 implements the functions of each element indicated by reference numerals 21 to 32 by having the processor 41 execute the program stored in the memory 42.

[0108] The processor 41 is also called a CPU (Central Processing Unit), central processing unit, processing unit, arithmetic unit, microprocessor, microcomputer, or DSP. Semiconductor memory, magnetic disks, floppy disks, optical disks, CDs (compact disks), mini discs, or DVDs (Digital Versatile Disks) can also be used as memory 42. Suitable semiconductor memories include RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), and EEPROM (Electrically Erasable Programmable Read Only Memory), etc.

[0109] Figure 12 This is another example of the hardware resources of the control device 8. Figure 12 In the example shown, the control device 8 has a processing circuit 40 that includes a processor 41, a memory 42, and dedicated hardware 43. Figure 12 An example is shown where some of the functions of the control device 8 are implemented using dedicated hardware 43. All the functions of the control device 8 can also be implemented using dedicated hardware 43. The dedicated hardware 43 can be a single circuit, a composite circuit, a programming processor, a parallel programming processor, an ASIC (Application Specific Integrated Circuit), a FPGA (Field Programmable Gate Array), or a combination thereof.

[0110] Industrial availability

[0111] The elevator device of the present invention can be applied to elevator devices that utilize braking devices for rescue operations.

[0112] Label Explanation

[0113] 1: Car; 2: Counterweight; 3: Hoistway; 4: Rope; 5: Traction machine; 6: Braking device; 7: Brake switch; 8: Control device; 9: Position detector; 10: Brake drum; 11: Brake shoe; 12: Spring; 13: Electromagnetic coil; 21: Speed ​​detection unit; 22: Command generation unit; 23: First command determination unit; 24: Second command determination unit; 25: Braking control unit; 26: Subtractor; 27: Adder; 28: Speed ​​controller; 29: Feedforward control unit; 30: Adder; 31: Distance detection unit; 32: Braking selection unit; 40: Processing circuit; 41: Processor; 42: Memory; 43: Dedicated hardware.

Claims

1. An elevator installation, wherein, The elevator device is provided with: a traction machine that drives a car by rotating a drive sheave; a brake device that generates a braking force against rotation of the drive sheave; a sensor that detects that the brake device is in a non-braking state; an instruction generation unit that generates an instruction for a speed of the car; a speed detection unit that detects the speed of the car; a first instruction determination unit that determines a first current instruction in accordance with a deviation between the speed indicated by the instruction generated by the instruction generation unit and the speed detected by the speed detection unit; a second instruction determination unit that determines a second current instruction; a third instruction determination unit that determines a current instruction for the brake device in accordance with the first current instruction determined by the first instruction determination unit and the second current instruction determined by the second instruction determination unit; and a brake control unit that controls the brake device in accordance with the current instruction determined by the third instruction determination unit, the second instruction determination unit determines the second current instruction in such a manner that the current value indicated by the current instruction determined by the third instruction determination unit increases in steps when the sensor no longer detects that the brake device is in the non-braking state.

2. The elevator device according to claim 1, wherein if the sensor does not detect that the brake device is in the non-braking state, the second instruction determination unit sets the second current instruction to 0, if the sensor detects that the brake device is in the non-braking state, the second instruction determination unit determines the second current instruction by integrating the deviation.

3. The elevator device according to claim 2, wherein the current value indicated by the second current instruction is limited in accordance with a difference between a value of the current required when the brake device changes from the braking state to the non-braking state and a value of the current required when the brake device changes from the non-braking state to the braking state.

4. The elevator device according to claim 1, wherein if the sensor does not detect that the brake device is in the non-braking state, the second instruction determination unit sets the second current instruction to 0, if the sensor detects that the brake device is in the non-braking state, the second instruction determination unit determines a fixed value set in advance as the second current instruction.

5. The elevator device according to claim 4, wherein the fixed value is set in accordance with a difference between a value of the current required when the brake device changes from the braking state to the non-braking state and a value of the current required when the brake device changes from the non-braking state to the braking state.

6. The elevator device according to any one of claims 2 to 5, wherein even if the sensor detects that the brake device is in the non-braking state, if the speed indicated by the instruction generated by the instruction generation unit is faster than the speed detected by the speed detection unit, the second instruction determination unit sets the second current instruction to 0.

7. The elevator device according to any one of claims 1 to 6, wherein ​ The elevator device further has a feedforward control unit that calculates a feedforward current command for following the command generated by the command generation unit, The brake control unit controls the brake device based on the current command determined by the third command determination unit and the feedforward current command calculated by the feedforward control unit.

8. The elevator arrangement according to any of claims 1 to 7, wherein The elevator device further has: a distance detection unit that detects a moving distance of the car; and a brake selection unit, The brake device has a plurality of brake modules, Each of the plurality of brake modules is capable of generating a braking force, The brake selection unit selects the brake module that generates the braking force based on the moving distance detected by the distance detection unit.

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