JP6565762B2 - Elevator control device - Google Patents

Description

  The present invention relates to a control device for an elevator apparatus.

  When the control device described in Patent Document 1 that is an example of a control device for a conventional elevator device detects that an abnormality has occurred in the elevator device, the control device suddenly stops the car, and the position of the car that has stopped suddenly is determined from the door zone. If it is determined that the car is off, the car is re-run to land the car on the evacuation floor. When re-running the car, the control device determines whether the car can land on the evacuation floor within a predetermined time when the car is re-run at a first predetermined speed lower than the rated speed. If the determination is affirmative, the car is re-traveled at a first predetermined speed. If the determination is negative, the car is re-run at a second predetermined speed higher than the first predetermined speed.

JP 2003-312957 A

  When the car suddenly stops due to the detection of an abnormality in the elevator apparatus, the sheave around which the rope pulling the car is wound is rapidly stopped. For this reason, the rope cannot follow the operation of the sheave, and the rope may slip with respect to the sheave. In this case, the car position calculated based on the amount of rotation of the sheave deviates from the actual car position that changes according to the movement of the rope. However, since the control device of Patent Document 1 causes the car to re-run without considering the slip of the rope after suddenly stopping the car, particularly when the car is re-run at the second predetermined speed. There is a risk that it will not be possible to properly land on the evacuation floor.

  The objective of this invention is providing the control apparatus of the elevator apparatus which can be made to land appropriately when the car which stopped suddenly is made to run again.

  One form of the control device for an elevator apparatus according to the present invention updates position information, which is information related to the position of the car, based on operation information, which is information related to the operation of an actuator that moves the car, based on the position information. An actuator can be controlled, and a detection result of a position detection unit that detects that the car has reached a correction point that is a point for correcting the position information can be acquired, and after the car suddenly stops, When the car is re-run, the actuator is controlled using the first half speed pattern and the second half speed pattern, which are speed patterns defined so that the maximum speed of the car is equal to or lower than the rated speed, and control by the first half speed pattern is performed. The position information is corrected based on the detection result acquired from the position detection unit during execution, and corrected. It said position wherein determining the second half speed pattern based on the information, a control unit performing a fast evacuation control to landing on the evacuation floor the car by using the second half speed pattern.

  According to the above control device, even when the car position information and the actual car position do not correspond to each other due to the sudden stop of the car, the position information is corrected based on the detection result of the position detection unit. Thus, the deviation between the car position information and the actual car position is corrected. Therefore, it is possible to control the actuator based on accurate car position information, and even if the car is re-traveled in a speed pattern that increases the maximum speed to the rated speed, the car can be properly landed on the evacuation floor. Can do.

  According to the control device of the elevator apparatus, it is possible to appropriately land when the car that has stopped suddenly is re-traveled.

The schematic diagram of the elevator apparatus of embodiment. The block diagram regarding the electric constitution of the control apparatus of FIG. Explanatory drawing of the level vicinity range. The flowchart which shows passenger evacuation control. The graph which shows the speed pattern based on S character acceleration / deceleration function. The flowchart which shows high-speed evacuation control. The graph which shows the first-half speed pattern and 1st latter-half speed pattern based on S character acceleration / deceleration function. The table | surface which shows the parameter and numerical formula used for calculation of 1st required time. The graph which shows the first half of the first-half speed pattern based on an S-shaped acceleration / deceleration function and the second second-half speed pattern. The table | surface which shows the parameter and numerical formula used for calculation of the required time of the first half of a 2nd second half speed pattern. The graph which shows the second half of the 2nd latter half speed pattern based on S character acceleration / deceleration function. The table | surface which shows the parameter and numerical formula used for calculation of the required time of the second half of a 2nd second half speed pattern.

(Embodiment)
<Elevator configuration>
With reference to FIG. 1, the structure of the elevator apparatus 1 is demonstrated.
The elevator apparatus 1 is installed in a building. An example of a building is a commercial facility. On each floor of the building, there is a landing 100 for a person who is scheduled to board the car 20 of the elevator apparatus 1, and a passenger door 300 that opens and closes an opening connecting the landing 100 and the hoistway 200. Is provided. The elevator apparatus 1 includes a transport device 10 that transports the car 20 disposed in the hoistway 200, and a control device 60 that controls the operation of the transport device 10.

  The transport device 10 includes a car 20 on which a load can be loaded, a balance weight 12 connected to the car 20 by a rope 11, a sled wheel 13 disposed above the balance weight 12, and a sheave 50 that winds the rope 11. The electric motor 31 for rotating the sheave 50 and the electromagnetic brake 40 for braking the electric motor 31 are provided. The load is mainly a person and a baggage carried by the person.

  The rope 11 is wound around the baffle 13 and the sheave 50. An output shaft 31 </ b> A of the electric motor 31 is connected to the sheave 50. In the transport control executed by the control device 60 for the transport device 10, the electric motor 31 is driven by supplying power to the electric motor 31, and the sheave 50 is rotated accordingly. The electric motor 31 corresponds to the “actuator” of the present invention.

  The car 20 includes an opening 21 through which people enter and exit and a car door 22 that opens and closes the opening 21. When the car 20 is landing on the landing 100, the car door 22 and the passenger door 300 are mechanically connected. For this reason, when the car door 22 is opened, the passenger door 300 is opened, and when the car door 22 is closed, the passenger door 300 is closed.

  Hereinafter, a range where the car door 22 and the passenger door 300 are mechanically connected is referred to as a “door zone”. In addition, the position of the floor 24 of the car 20 is referred to as “car position”, and the position of the floor 110 of the landing 100 provided on an arbitrary floor is referred to as “level”. The door zone is, for example, a range where the difference between the car position and the level is within 125 mm.

  The electromagnetic brake 40 includes a brake drum 41 connected to the output shaft 31A of the electric motor 31, a brake pad 42 that brakes the brake drum 41, a spring (not shown) that presses the brake pad 42 against the brake drum 41, and an electromagnetic coil ( (Not shown) is provided. When electric power is supplied from the control device 60 to the electromagnetic coil, the brake pad 42 moves away from the brake drum 41 by moving the brake pad 42 against the reaction force of the spring. For this reason, the brake pad 42 does not apply a braking force to the brake drum 41. For this reason, the output shaft 31A of the electric motor 31 and the sheave 50 are maintained in a rotatable state. When electric power is not supplied from the control device 60 to the electromagnetic coil, the brake pad 42 is pressed against the brake drum 41 by the reaction force of the spring, and a prescribed braking force is applied to the brake drum 41.

  The control device 60 stops the car 20 suddenly when a failure occurs in the elevator apparatus 1 during the execution of the conveyance control. When the car position at the time of sudden stop is not included in the door zone, the control device 60 controls the car 20 to re-run and land on an arbitrary floor level. On the other hand, when the car position at the time of sudden stop is included in the door zone, the control device 60 opens the car door 22 and retracts the passenger.

  The elevator apparatus 1 further includes a plurality of detection units that detect information about the car 20. Examples of the plurality of detection units include a rotation detection unit 70 installed in the sheave 50, a water surface detection unit 80 installed in the pit 220 of the hoistway 200, and a position detection unit installed in the car 20 and the hoistway 200. 90. The rotation detection unit 70, the water surface detection unit 80, and the position detection unit 90 are electrically connected to the control device 60.

  The rotation detection unit 70 detects the rotation amount of the sheave 50 that is an example of operation information. An example of the rotation detection unit 70 is a rotary encoder. The measurement method of the rotary encoder is, for example, an incremental method.

  When the building is flooded, the pit 220 may also be flooded. The water level detection unit 80 outputs a signal to the control device 60 when the water level in the pit 220 is greater than or equal to a predetermined height due to the flooding of the pit 220. An example of the water surface detection unit 80 is a float type sensor.

  The position detector 90 is a detector that detects that the car position has approached the level of an arbitrary floor, and includes a first detector 91 and a second detector 92 attached to the ceiling 23 of the car 20, and Further, an iron shielding plate 93 attached to a position corresponding to the landing 100 of each floor on the side wall 210 of the hoistway 200 is provided. In one example, the second detection unit 92 is attached at a position lower than the first detection unit 91.

  As shown in FIG. 2, the first detection unit 91 includes a reed switch 91A including an iron lead that opens and closes due to a change in magnetic flux, and a permanent magnet 91B that generates a magnetic flux acting on the reed switch 91A. When there is no shielding plate 93 (see FIG. 1) between the reed switch 91A and the permanent magnet 91B, the magnetic flux generated from the permanent magnet 91B reaches the reed switch 91A, so the reed is closed and the reed switch 91A is turned on. It becomes. On the other hand, when the shielding plate 93 exists between the reed switch 91A and the permanent magnet 91B, the magnetic flux generated from the permanent magnet 91B is blocked by the shielding plate 93, so that the lead opens and the state of the reed switch 91A is turned off. Become. The second detection unit 92 includes a reed switch 92A and a permanent magnet 92B configured similarly to the reed switch 91A and the permanent magnet 91B provided in the first detection unit 91.

  As shown in FIG. 3, the reed switch 91A and the reed switch 92A can be in an on state or an off state. The reed switch 91 </ b> A and the reed switch 92 </ b> A output an on signal to the control device 60 when in the on state. The reed switch 91A and the reed switch 92A output an off signal to the control device 60 when in the off state.

  As shown in FIG. 3, the hoistway 200 has a first correction point ZA, a second correction point ZB, a landing lower limit point YA, and a landing upper limit point YB based on the level of an arbitrary floor. Predefined.

  The first correction point ZA is a point that is defined so that a difference from the level becomes a first distance XA below the level of an arbitrary floor. The second correction point ZB is a point defined so that a difference from the level becomes a first distance XA above the level of an arbitrary floor. The first distance XA is a distance at which the car position can be determined to be a position approaching an arbitrary floor level, and is set to 125 mm in one example.

  The landing lower limit point YA is a point defined such that the difference between the level of an arbitrary floor and the level of the arbitrary floor is the second distance XB between the level of the arbitrary floor and the first correction point ZA. The landing upper limit point YB is a point defined such that the difference between the level of an arbitrary floor and the level of the arbitrary floor is the second distance XB between the level of the arbitrary floor and the second correction point ZB. The second distance XB is a distance that can allow a difference between the car position and the level when the car 20 is landed at an arbitrary floor level, and is set to 10 mm, for example. Hereinafter, a range between the landing lower limit point YA and the landing upper limit point YB is referred to as a “level vicinity range”.

  When the car position is lower than the first correction point ZA (hereinafter referred to as “level distant position”), the first detection unit 91 and the second detection unit 92 are positioned below the lower end of the shielding plate 93. To do. For this reason, the magnetic fluxes of the permanent magnet 91B and the permanent magnet 92B reach the lead, and the state of the reed switch 91A and the reed switch 92A is turned on. For this reason, when the car position is the level distant position, the first detection unit 91 and the second detection unit 92 output an ON signal to the control device 60.

  When the car position is a position between the landing lower limit point YA and the first correction point ZA (hereinafter referred to as “level lower position”), the first detection unit 91 faces the shielding plate 93, and the second The detection unit 92 does not face the shielding plate 93. For this reason, the magnetic flux of the permanent magnet 91B is interrupted by the shielding plate 93, the magnetic flux of the permanent magnet 92B reaches the lead, and only the reed switch 92A is turned on. For this reason, when the car position is the level lower position, the first detection unit 91 outputs an off signal to the control device 60, and the second detection unit 92 outputs an on signal to the control device 60.

  When the car position is higher than the second correction point ZB (hereinafter “level distant position”), the first detection unit 91 and the second detection unit 92 are positioned above the upper end of the shielding plate 93. To do. For this reason, the magnetic fluxes of the permanent magnet 91B and the permanent magnet 92B reach the lead, and the state of the reed switch 91A and the reed switch 92A is turned on. For this reason, when the car position is the level distant position, the first detection unit 91 and the second detection unit 92 output an ON signal to the control device 60.

  When the car position is a position between the level of an arbitrary floor and the landing upper limit point YB (hereinafter, “level upper position”), the second detection unit 92 faces the shielding plate 93, and the first The detection unit 91 does not face the shielding plate 93. For this reason, the magnetic flux of the permanent magnet 92B is interrupted by the shielding plate 93, the magnetic flux of the permanent magnet 91B reaches the lead, and only the reed switch 91A is turned on. For this reason, when the car position is the position above the level, the first detection unit 91 outputs an ON signal to the control device 60, and the second detection unit 92 outputs an OFF signal to the control device 60.

  As described above, the content of the signal of the position detection unit 90 output to the control device 60 changes according to the car position. For this reason, for example, when the car 20 suddenly stops, the rope 11 slips with respect to the sheave 50, so that the car position calculated based on the rotation amount of the sheave 50 (hereinafter referred to as "position information"). Even when the car is deviated from the actual car position, the control device 60 can correct the position information when the car 20 passes the first correction point ZA or the second correction point ZB.

<Configuration of control device>
As shown in FIG. 2, the control device 60 controls the rotation detection unit 70, the water surface detection unit 80, the input unit 61 to which signals from the position detection unit 90 are input, the electric motor 31, and the electromagnetic brake 40. A control unit 62 is provided.

  Based on the output signals of the first detection unit 91 and the second detection unit 92, the input unit 61 is in the position near the level, the position above the level, the position below the level, or the position far from the level. Determine. The input unit 61 further acquires rotation information that is information included in the output signal of the rotation detection unit 70, and based on the rotation information, the rotation amount of the sheave 50, the rotation speed of the sheave 50, and position information are obtained. calculate. Each information obtained by the input unit 61 is input to the control unit 62.

  The control unit 62 performs the conveyance control based on each information input from the input unit 61, and when the failure of the elevator apparatus 1 is detected during the execution of the conveyance control, the car 20 is suddenly stopped and then the car 20 is stopped. Is evacuated to the evacuation floor, and passenger evacuation control for evacuating passengers in the car 20 is executed. The evacuation floor is the nearest floor that is the nearest floor from the car position when suddenly stopped, or the next floor that is one floor ahead of the nearest floor. The next floor may be two or more floors after the nearest floor.

<Passenger evacuation control>
FIG. 4 is a flowchart illustrating an example of passenger evacuation control. The control unit 62 starts passenger evacuation control based on the fact that the elevator apparatus 1 has failed and suddenly stops the car 20, and ends the passenger evacuation control based on the fact that the car 20 has landed on the evacuation floor. .

  In step S11, it is determined whether or not the car position of the car 20 that has stopped suddenly is within the door zone of an arbitrary floor. In one example, it is determined that the car position is within the door zone based on an OFF signal being input from at least one of the first detection unit 91 and the second detection unit 92, and the first detection unit 91 and Based on the ON signal being input from the second detector 92, it is determined that the car position is not within the door zone. In another example, based on the output of a sensor that detects that the car position is within the door zone, it is determined whether the car position is within the door zone of any floor.

  If the determination result of step S11 is YES, the process of step S12 is executed. In step S12, the car door 22 is opened. For this reason, passengers in the car 20 can evacuate to the floor where the car 20 suddenly stops.

If the determination result of step S11 is NO, the process of step S13 is executed. In step S13, it is determined whether or not the degree of failure that has occurred in the elevator apparatus 1 is severe.
When the determination result of step S13 is YES, the state where the car 20 is stopped is maintained in step S14.

When the determination result in step S13 is NO, in step S15, it is determined whether the degree of failure that has occurred in the elevator apparatus 1 is moderate (mild).
When the determination result of step S15 is YES, the low speed evacuation control is executed in step S16. The low speed evacuation control is a control for transporting the car 20 to the nearest floor with a maximum speed equal to or lower than a predetermined speed lower than the rated speed. The rated speed is 120 m / min, for example, and the predetermined speed lower than the rated speed is 15 m / min, for example.

  If the determination result in step S15 is NO, that is, if the degree of failure that has occurred in the elevator apparatus 1 is minor, high-speed evacuation control is executed in step S17. The high-speed evacuation control is a control for transporting the car 20 to the evacuation floor with a maximum speed equal to or lower than the rated speed in order to evacuate passengers in the car 20 more quickly.

As a situation where it is preferable to execute the high-speed evacuation control, for example, there is a situation where a failure has occurred in the elevator apparatus 1 when the inundation avoidance control is being executed.
In the flood avoidance control, when the car 20 is on the lowermost floor when the water surface detection unit 80 detects the flooding of the pit 220, the car 20 is prevented from being flooded in advance. It is control which conveys the cage | basket | car 20 so that it may reach | attain the level of the next floor at least. If the car 20 suddenly stops due to a failure occurring in the elevator apparatus 1 when the inundation avoidance control is being executed, the car 20 can be operated more quickly by executing the high speed evacuation control instead of the low speed evacuation control. Can be placed on the evacuation floor to evacuate passengers.
As described above, in the passenger evacuation control, the stop of the car 20 is maintained or the high-speed evacuation control or the low-speed evacuation control is executed based on the degree of failure that has occurred in the elevator apparatus 1.

<Speed pattern based on S-curve acceleration / deceleration function>
The control unit 62 calculates a speed pattern based on the S-shaped acceleration / deceleration function in the low-speed evacuation control and the high-speed evacuation control.

  As shown in FIG. 5, the speed pattern based on the S-shaped acceleration / deceleration function includes a plurality of control sections defined by time. The plurality of control sections are, for example, an acceleration increasing section PS1 where the acceleration of the car 20 increases, an acceleration constant section PS2 where the acceleration of the car 20 is constant, and a section where the acceleration of the car 20 decreases. Includes an acceleration decrease section PS3. The plurality of control sections further include a constant speed section PS4 where the acceleration of the car 20 is zero, a deceleration increasing section PS5 where the deceleration of the car 20 increases, and a section where the deceleration of the car 20 is constant. A certain deceleration constant section PS6 and a deceleration decrease section PS7 which is a section where the deceleration of the car 20 decreases are included.

  In the acceleration increasing section PS1, the car 20 travels at a constant jerk β for a time ΔT1, and the speed reaches from 0 to the speed V1. In the constant acceleration section PS2, the car 20 travels at a constant acceleration α for a time ΔT2 and reaches the speed V2 from the speed V1. In the acceleration decreasing section PS3, the car 20 travels at a constant jerk (−β) for a time ΔT1 and reaches the speed V3 from the speed V2. In the constant speed section PS4, the car 20 travels at a constant speed V3 for a time ΔT4. As described above, since the acceleration increase section PS1 and the acceleration decrease section PS3 have the same jerk absolute value, the shapes of the graphs are similar. For this reason, the speed increase amount V1-0 in the acceleration increase section PS1 is equal to the speed increase amount V3-V2 in the acceleration decrease section PS3.

  The shape of the graph of the deceleration increase section PS5 is a similar shape obtained by temporally inverting the shape of the graph of the acceleration increase section PS1. Therefore, in the deceleration increasing section PS5, the car 20 travels for a time ΔT1 with a constant jerk (−β) and reaches the speed V2 from the speed V3.

  The shape of the graph of the constant deceleration section PS6 is a similar shape obtained by temporally inverting the shape of the graph of the constant acceleration section PS2. For this reason, in the constant deceleration section PS6, the car 20 travels at a constant acceleration (−α) for a time ΔT2 and reaches the speed V1 from the speed V2.

  The shape of the graph of the deceleration decrease section PS7 is a similar shape obtained by temporally inverting the shape of the graph of the acceleration decrease section PS3. For this reason, in the deceleration decreasing section PS7, the car 20 travels for a time ΔT1 with a constant jerk β, and the speed becomes 0 from the speed V1.

  The travel distance ΔL1 of the acceleration increase section PS1 of the car 20 is equal to the travel distance ΔL1 of the deceleration decrease section PS7 of the car 20. The travel distance ΔL2 of the car 20 in the constant acceleration section PS2 is equal to the travel distance ΔL2 of the car 20 in the constant deceleration section PS6. The travel distance ΔL3 of the car 20 in the acceleration decrease section PS3 is equal to the travel distance ΔL3 of the car 20 in the deceleration increase section PS5. The time ΔT1 is a constant value defined based on the ratio of the acceleration α of the car 20 to the jerk β of the car 20, and the travel distance ΔL1 is defined based on the time ΔT1. The travel distance ΔL2 and the travel distance ΔL3 are defined based on the time ΔT2. The time ΔT2 is a variable value of 0 or more. The traveling distance ΔL4 of the constant speed section PS4 of the car 20 is a variable value defined based on the time ΔT2 and the time ΔT4.

  When calculating the speed pattern based on the S-curve acceleration / deceleration function, the control unit 62 calculates the total travel distance that is the travel distance of the car 20 in all sections from the acceleration increase section PS1 to the deceleration decrease section PS7, and the target travel distance. Are adjusted to match the time ΔT2 and the time ΔT4.

  The control unit 62 calculates the specific value so that the total travel distance calculated for the specific values of time ΔT2 and time ΔT4 matches the target travel distance. For example, the control unit 62 calculates a time ΔT2 when the maximum speed V3 of the car 20 takes an allowable maximum value, and then calculates a time ΔT4 such that the total travel distance matches the target travel distance. To do. However, in the case of such time ΔT2, if the total travel distance cannot be matched with the target travel distance even if the time ΔT4 is set to a predetermined minimum value, the control unit 62 first sets the time ΔT4. Is set to a predetermined minimum value, and a time ΔT2 is calculated such that the total travel distance and the target travel distance coincide with each other.

<High-speed evacuation control>
FIG. 6 is a flowchart illustrating an example of high-speed evacuation control.
In step S21, the nearest floor is selected based on the position information. That is, it is determined whether the level of the nearest floor from the current position is the level of the nearest floor above or the level of the nearest floor below, and the nearest floor is selected as the nearest floor. However, when the car position is between the lowest floor and the floor one level above the lowest floor, the floor one level higher than the lowest floor is selected as the nearest floor. In addition, when the car position is between the top floor and the floor that is one floor below the top floor, the floor that is one floor below the top floor is selected as the nearest floor.

  In step S22, when the car 20 that has been suddenly stopped is re-traveled, the car 20 starts traveling from the uppermost floor and arrives at the lower nearest floor between the floors where the car 20 has suddenly stopped. A speed pattern or a first half speed pattern that is a speed pattern when the car 20 starts traveling from the lower nearest floor and reaches the upper nearest floor is calculated. The electric motor 31 is controlled based on the first half speed pattern.

  In step S23, it is determined whether or not the car 20 has reached the first correction point ZA or the second correction point ZB corresponding to the nearest floor. Based on the fact that the first detection unit 91 and the second detection unit 92 have changed from a state in which an on signal is output to a state in which only the first detection unit 91 is outputting an off signal, the car 20 It is determined that the first correction point ZA has been reached. Based on the fact that the first detection unit 91 and the second detection unit 92 have changed from the state in which the ON signal is output to the state in which only the second detection unit 92 outputs the OFF signal, the car 20 has the second state. It is determined that the correction point ZB has been reached. While the first detection unit 91 and the second detection unit 92 output the ON signal, the determination process in step S23 is repeatedly executed.

  If the determination result in step S23 is YES, that is, if the car position has reached the first correction point ZA or the second correction point ZB, the position information is corrected in step S24. For this reason, even if the position information is deviated from the actual car position due to the sudden stop of the car 20, the control unit 62 can acquire accurate position information.

  In step S25, a first second half speed pattern and a second second half speed pattern are calculated based on the corrected position information. The first second half speed pattern is a speed pattern in which the car 20 is not stopped until the car 20 reaches the next floor which is an evacuation floor. In the second latter half speed pattern, the target travel distance is not set, and the car 20 travels so that the time from when the car 20 starts re-running until it stops beyond the nearest floor is the shortest time. In addition, the target travel distance is set so that the stopped car 20 reaches the nearest floor, and the car 20 travels in the reverse direction.

  The control unit 62 determines the first second half speed pattern and the second second half speed pattern based on the reference point of the first half speed pattern when the car 20 reaches the first correction point ZA or the second correction point ZB. To do. The reference point of the first half speed pattern belongs to the acceleration increasing section PS1, the constant acceleration section PS2, the acceleration decreasing section PS3, or the constant speed section PS4. Detailed contents according to which section the reference point belongs to will be described later.

  In step S26, the latter half speed pattern in which the car 20 can land first among the first latter half speed pattern and the second latter half speed pattern is determined. Specifically, when the first second-half speed pattern is selected, the time required for the car 20 to land on the next level from the first correction point ZA or the second correction point ZB is the first time. The required time is calculated. Furthermore, when the second latter half speed pattern is selected, the second required time which is the time required for the car 20 to land on the nearest floor level from the first correction point ZA or the second correction point ZB. Is calculated.

  In step S27, it is determined whether or not the first required time is shorter than the second required time. When the determination result of step S27 is YES, in step S28, the electric motor 31 is controlled based on the first second half speed pattern. When the determination result of step S27 is NO, in step S29, the electric motor 31 is controlled based on the second second half speed pattern.

<Details depending on which section the reference point belongs to>
A first latter half speed pattern when the reference point belongs to the acceleration increasing section PS1 will be described.
The control unit 62 recalculates the time ΔT2 of the constant acceleration section PS2 and the time ΔT4 of the constant speed section PS4 based on the distance between the first correction point ZA or the second correction point ZB and the level of the next floor. Then, a time for allowing the car 20 to land on the next floor is calculated. The controller 62 continues the acceleration increasing section PS1 even after shifting from the first half speed pattern to the second half speed pattern, and shifts to the constant acceleration section PS2 after the time ΔT1 has elapsed. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses.

The first latter half speed pattern when the reference point belongs to the constant acceleration section PS2 will be described.
The control unit 62 recalculates the time ΔT2 of the constant acceleration section PS2 and the time ΔT4 of the constant speed section PS4 based on the distance between the first correction point ZA or the second correction point ZB and the level of the next floor. Then, a time for allowing the car 20 to land on the next floor is calculated. The controller 62 continues the constant acceleration section PS2 even after shifting from the first half speed pattern to the second half speed pattern, and shifts to the acceleration decreasing section PS3 after the time ΔT2 has elapsed. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses.

The first latter half speed pattern when the reference point belongs to the acceleration decreasing section PS3 will be described.
Based on the distance between the first correction point ZA or the second correction point ZB and the level of the next floor, the control unit 62 recalculates the time ΔT4 of the constant speed section PS4, and the car 20 is landed on the next floor. The time which can be made to calculate is calculated. The control unit 62 continues the acceleration decrease section PS3 even after the transition from the first half speed pattern to the second half speed pattern, and shifts to the constant speed section PS4 after the time ΔT1 has elapsed. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses. Note that the control unit 62 uses the time actually elapsed in the constant acceleration section PS2 of the first half speed pattern as the time ΔT2 of the constant deceleration section PS6.

The first latter half speed pattern when the reference point belongs to the constant speed section PS4 will be described.
Based on the distance between the first correction point ZA or the second correction point ZB and the level of the next floor, the control unit 62 recalculates the time ΔT4 of the constant speed section PS4, and the car 20 is landed on the next floor. The time which can be made to calculate is calculated. The controller 62 continues the constant speed section PS4 even after shifting from the first half speed pattern to the second half speed pattern, and shifts to the deceleration increasing section PS5 after the time ΔT4 has elapsed. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to the control section elapses. Note that the control unit 62 uses the time actually elapsed in the constant acceleration section PS2 of the first half speed pattern as the time ΔT2 of the constant deceleration section PS6.

The second latter half speed pattern when the reference point belongs to the acceleration increasing section PS1 will be described.
Since the second second half speed pattern is a speed pattern for landing the car 20 on the nearest floor, when the car 20 reaches the first correction point ZA or the second correction point ZB, the speed of the car 20 is set. It is preferable to reduce. For this reason, when the reference point is the acceleration increasing section PS1, the control unit 62 continues the acceleration increasing section PS1 even after shifting from the first half speed pattern to the second half speed pattern, and after the time ΔT1 has elapsed, the constant acceleration section PS2 Is omitted and the process proceeds to the acceleration decrease section PS3. Thereafter, the control unit 62 shifts to the constant speed section PS4 after the time ΔT1 has elapsed, and the time ΔT4 is set to a predetermined minimum value. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses. Note that the controller 62 uses the time actually elapsed in the constant acceleration section PS2 of the second latter half speed pattern as the time ΔT2 of the constant deceleration section PS6, but the constant acceleration section PS2 is omitted, so the time ΔT2 is , 0.

The second latter half speed pattern when the reference point belongs to the constant acceleration section PS2 will be described.
When the reference point is the constant acceleration section PS2, when the control unit 62 shifts from the first half speed pattern to the second half speed pattern, it immediately shifts to the acceleration decrease section PS3. In addition, the time ΔT4 is set to a predetermined minimum value. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses. Note that the control unit 62 uses the time actually elapsed in the constant acceleration section PS2 of the first half speed pattern as the time ΔT2 of the constant deceleration section PS6.

The second latter half speed pattern when the reference point belongs to the acceleration decreasing section PS3 will be described.
The control unit 62 continues the acceleration decreasing section PS3 even after shifting from the first half speed pattern to the second half speed pattern, and shifts to the constant speed section PS4 after the time ΔT1 has elapsed. Further, the time ΔT4 is set to a predetermined minimum value. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses. Note that the control unit 62 uses the time actually elapsed in the constant acceleration section PS2 of the first half speed pattern as the time ΔT2 of the constant deceleration section PS6.

The second latter half speed pattern when the reference point belongs to the constant speed section PS4 will be described.
When shifting from the first half speed pattern to the second half speed pattern, the control unit 62 sets the time ΔT4 to a predetermined minimum value, and shifts to the deceleration increasing section PS5 after the time has elapsed. Thereafter, the control unit 62 sequentially shifts the control section toward the deceleration reduction section PS7 every time the time corresponding to each control section elapses. Note that the control unit 62 uses the time actually elapsed in the constant acceleration section PS2 of the first half speed pattern as the time ΔT2 of the constant deceleration section PS6.

(Example)
With reference to FIGS. 7-12, an example of the calculation method of the 1st required time and the 2nd required time is demonstrated.

The first precondition regarding this example is that the distance between the first correction point ZA and the level of the nearest floor and the distance between the second correction point ZB and the level of the nearest floor are 125 mm. .
The second precondition is that the distance between the level of the nearest floor and the level of the next floor that is one floor ahead of the nearest floor is 4.699 m. The third precondition is that the acceleration α and deceleration of the car 20 set in the first half speed pattern and the second half speed pattern take 0.5 m / s ² , and the absolute values of all jerk β are 1.0 m. / S ³ is taken. The fourth precondition is that the car position has reached the first correction point ZA when 0.5 s has elapsed in the constant acceleration section PS2 of the first half speed pattern.

<First time required>
In the first second half speed pattern shown in FIGS. 7 and 8, the control unit 62 sets the target distance LT for running the car 20 to 125 mm, which is the distance between the first correction point ZA and the level of the nearest floor. And 4.824 m which is the sum of the distance between the nearest floor level and the next floor level of 4.699 m.

  As shown in FIG. 7, the total traveling distance LA of the car 20 in the first second-half speed pattern is calculated based on the traveling distance ΔL1, the traveling distance ΔL21, the traveling distance ΔL22, the traveling distance ΔL3, and the traveling distance ΔL4. The The travel distances ΔL1, ΔL21, ΔL22, ΔL3, and ΔL4 are calculated based on the time ΔT1, the time ΔT21, the time ΔT22, the time ΔT4, the speed V1, the speed V21, the speed V22, and the speed V3. The control unit 62 calculates the time ΔT22 and the time ΔT4 such that the total travel distance LA of the car 20 in the first second-half speed pattern calculated based on each parameter shown in FIG. 7 matches the target distance LT. To do. In this example, the time ΔT22 is 1.8 s and the time ΔT4 is 0.25 s.

  The first required time calculated when the time ΔT22 is 1.8 s and the time ΔT4 is 0.25 s, that is, the total from the constant acceleration section PS2 to the deceleration reduction section PS7 of the first second-half speed pattern. The elapsed time TA is 5.85 s.

<Second required time>
The second latter half speed pattern is divided into the first half of the second latter half speed pattern shown in FIGS. 9 and 10 and the second half of the second latter half speed pattern shown in FIGS.

  In the first half of the second second half speed pattern, the control unit 62 calculates the shortest time during which the car 20 can stop beyond the nearest floor from the first correction point ZA. In this example, as shown in FIG. 10, the calculated shortest time, that is, the total elapsed time TA1 from the acceleration decrease section PS3 to the deceleration decrease section PS7 is 2.2 s. The total travel distance LA1 of the car 20 corresponding to the total elapsed time TA1 is 0.704 m. In the present embodiment, it is assumed that the time that the car 20 has stopped after exceeding the nearest floor is 0.2 s.

  In the second half of the second second half speed pattern, the control unit 62 sets the distance from the point stopped in the first half of the second second half speed pattern to the nearest floor level as the second half target distance LT2. In this example, the target distance LT2 in the latter half is 125 mm, which is the distance between the first correction point ZA and the nearest floor level from 704 mm of the total traveling distance LA1 of the car 20 in the first half of the second latter half speed pattern. The subtracted value is 579 mm.

  As shown in FIG. 12, the total traveling distance LA2 of the car 20 in the second half of the second latter half speed pattern is calculated based on the traveling distance ΔL1, the traveling distance ΔL2, the traveling distance ΔL3, and the traveling distance ΔL4. The travel distances ΔL1, ΔL2, ΔL3, and ΔL4 are calculated based on the time ΔT1, the time ΔT2, the time ΔT4, the speed V1, the speed V2, and the speed V3. The controller 62 calculates a distance in which the total travel distance LA2 of the second half of the car 20 calculated based on the parameters shown in FIG. 12 is equal to or close to the second half target distance LT2. A time ΔT2 and a time ΔT4 that are distances are calculated. In this example, the calculated time ΔT2 is 0.25 s and the time ΔT4 is 0.3 s. Further, the total traveling distance LA2 of the car 20 in the second half of the second latter half speed pattern is 0.583 m.

  As shown in FIG. 12, the total elapsed time of the second half of the second latter half speed pattern, that is, the total elapsed time TA2 from the acceleration increasing section PS1 to the deceleration decreasing section PS7 is 2.8 s.

  The second required time is 5.2 s obtained by adding 0.2 s of the time when the car 20 is stopped to 2.2 s of the total elapsed time TA1 and 2.8 s of the total elapsed time TA2. is there. In this example, since the second required time of 5.2 s is shorter than the first required time of 5.85 s, the control unit 62 executes step S29 in the high-speed evacuation control shown in FIG.

  In addition, the description regarding the said embodiment is an illustration of the form which the control apparatus of the elevator apparatus according to this invention can take, and does not intend restrict | limiting the form. The control device for the elevator apparatus according to the present invention may take various forms different from the embodiment.

  For example, the method of setting the acceleration α, the deceleration, and the jerk β of the S-shaped acceleration / deceleration function is arbitrary. In the above embodiment, the acceleration α in the constant acceleration section PS2 and the deceleration in the constant deceleration section PS6 are set to the same value, but they may be set to different values. In addition, the absolute value of jerk β in acceleration increase section PS1 and acceleration decrease section PS3 and the absolute value of jerk β in deceleration increase section PS5 and deceleration decrease section PS7 are set to the same value, but these values are different from each other. May be set.

20: Car 31: Electric motor (actuator)
60: Control device 62: Control unit 90: Position detection unit 200: Hoistway 220: Pit

Claims (8)

The position information, which is information related to the position of the car, is updated based on the operation information, which is information related to the operation of the actuator that moves the car, and the actuator can be controlled based on the position information, and the position information is corrected. It is possible to obtain a detection result of a position detection unit that detects that the car has reached a correction point that is a point for
When the car is re-run after the car suddenly stops, the actuator is controlled using the first half speed pattern and the second half speed pattern which are speed patterns defined so that the maximum speed of the car is equal to or lower than the rated speed. , Correcting the position information based on the detection result acquired from the position detection unit when performing the control by the first half speed pattern, determining the second half speed pattern based on the corrected position information, The control apparatus of an elevator apparatus provided with the control part which performs the high-speed evacuation control which makes the said car land on an evacuation floor using a second half speed pattern. The control unit, as the first half speed pattern, between the floors where the car suddenly stopped, the speed pattern when the car starts traveling from the uppermost floor and reaches the lower nearest floor, or The control device for an elevator apparatus according to claim 1, wherein the same speed pattern as that used when the car starts traveling from the lower nearest floor and reaches the upper nearest floor is used. The control unit, as the second half speed pattern, a first second half speed pattern for landing the car on the nearest floor as the evacuation floor, and the car on any floor after the nearest floor 3. The control device for an elevator apparatus according to claim 1, wherein the actuator is controlled using a speed pattern in which the car can land first out of a second second-half speed pattern for landing on a certain next floor. . The first second half speed pattern is a speed pattern that does not stop the car until the car reaches the next floor,
The second second half-speed pattern is such that the car travels so that the time from the start of re-running to the stop over the nearest floor is the shortest time, and the car is stopped. The control device for an elevator apparatus according to claim 3, wherein the speed pattern is a speed pattern in which a car travels in a reverse direction so as to land on the nearest floor. The control device for an elevator apparatus according to any one of claims 1 to 4, wherein the control unit generates the first half speed pattern and the second half speed pattern using the same function. The control unit uses the S-shaped acceleration / deceleration function including an acceleration increasing section, a constant acceleration section, an acceleration decreasing section, a constant speed section, a deceleration increasing section, a constant deceleration section, and a deceleration decreasing section. The control device for an elevator apparatus according to claim 5, wherein a speed pattern and the latter half speed pattern are generated. The control device for an elevator apparatus according to claim 6, wherein the control unit determines the second half speed pattern based on a reference point in the first half speed pattern when the car reaches the correction point. The control device for an elevator apparatus according to claim 1, wherein the control unit executes the high-speed evacuation control when the car suddenly stops when a pit in the hoistway is flooded.

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