JPS647945B2 - - Google Patents

Description

[Detailed Description of the Invention] (a) Description of the Technical Field The present invention relates to an improvement of an elevator control device,
In particular, it relates to wind noise prevention technology for multiple elevators running side by side in a narrow hoistway.

(b) Explanation of the prior art and its problems In an elevator, if the distance between the hoistway wall and the car is small, when the car runs at high speed, the air flow around the car will be high speed, causing wind noise. emits.

FIG. 1 shows the configuration of a typical single hoistway elevator having one hoistway for one car. The elevator hoistway 1 normally has a rope hole 3 between it and the machine room 2, and an entrance/exit of each floor landing (not shown) that is completely closed while the elevator is running.
From the viewpoint of fire prevention, the hoistway wall 9 has a sealed structure except for the following. The car 4 and the hanging weights 5 are driven by a hoist 6 via a rope 7 to move up and down within the hoistway 1 to transport passengers.

Figure 2 is a sectional view taken along the - line in Figure 1, and shows the passenger car 4.
As the car moves up and down, the air in the hoistway 1 flows in the opposite direction to the movement of the car 4, and the wind speed ωo against the hoistway wall 9 passing beside the car 4 becomes high. For simplicity, let us assume that air is an incompressible fluid.
If the influence of the hanging weight 5 is ignored and a simple calculation is made, the result will be approximately as shown in the following equation (1).

ωo=Sc/S−Sc×ν……(1) where ωo: Wind speed at the side surface of the car 4 relative to the hoistway wall 9 (m/sec) S: Horizontal projected area inside the hoistway 1 (m/sec) ² ) Sc: Horizontal projected area of car 4 (m ² ) ν: Speed of elevator car 4
(m/sec) Since the car 4 is moving at a speed ν in the opposite direction to the direction of the wind, the speed ω of the wind relative to the car 4 is roughly expressed by equation (2).

ω = ωo + ν = S / S - Sc × ν where ω: Wind speed with respect to the car (m/sec) Recently, it has been strongly required from the profitability of buildings to reduce the area S of the elevator hoistway 1 as much as possible. As buildings become taller, the elevator speed ν increases, and in order to minimize the number of elevators installed in parallel, cars tend to become larger and the horizontal projected area Sc of the car 4 tends to increase. This high-speed air flow ω generates air vortices around the car 4, which acts as a kind of piston effect and generates typhoon-like noise (wind noise), causing a great sense of anxiety for passengers. It has become more common to give

In elevator group management control, where multiple elevators are managed as a group, two or more cars are often installed together in the same hoistway, and the wind noise described above does not normally occur, but when the cars are installed together in the same hoistway. When all the cars (usually 2 to 4 cars) travel in the same direction at high speed, the action of the pistons generates significant wind noise, which gives an extremely unpleasant impression to elevator passengers.

In order to prevent the above-mentioned wind noise, it would be sufficient to provide a place for the air to escape, but this is often impossible from an architectural standpoint, and it has been desired to avoid the occurrence by controlling the elevator.

Conventionally, the following steps have been taken to solve the above problems.

(1) If there are elevator cars heading in the same direction within a predetermined range, the departure of the stopped cars is delayed.

(2) If there is another car heading in the same direction as the car that is about to depart within a specified range when the car that is stopped is departing, the maximum speed of the car that is about to depart or Start with acceleration/deceleration lower than normal.

However, the wind noise is caused by the speed of the car being approximately
This becomes a problem when the speed is 150m/min or more.
When at least one of the cars is running, the speed does not increase and there is no problem. Also, even when both cars are on a long run, there is no problem when the car is placed first and last in the high speed range and the airflow is not restricted.
Due to the floor and time difference at the time of departure, when the car reaches the high speed area, the cars may run very close together, or 1
It is difficult to predict whether they will run side by side with a difference of about the same as a floor, and requires a complicated control device.Moreover, in order to compensate for the poor prediction accuracy, it is possible to prevent side-by-side running on the safe side, that is, to suppress departure. This had to occur at a higher rate than necessary, reducing the effectiveness of group management, leading to long waiting calls, and causing inconvenience to passengers.

Another disadvantage is that as the number of cars running parallel to each other increases in the same hoistway, the circuit becomes complicated.

On the other hand, if the wind speed or wind pressure in the hoistway exceeds a predetermined value, the A detector is installed to detect when this happens, and when all the cars in the same hoistway are moving in the same direction, if the detector operates, a deceleration command is issued to any one car. It is characterized by issuing a forced deceleration command to the nearest floor (hereinafter referred to as the "nearest floor") that can be stopped by normal deceleration. A control device for elevators is generally proposed. Furthermore, another feature of the invention is that if any one of the cars in the same hoistway is scheduled to stop at the nearest floor, the stop is canceled.

This greatly improves the conventional drawbacks, but
If there is a non-stop section with no entrance/exit at the landing, called the express zone, which is common in modern large buildings, and spans several to tens of floors, it is possible to detect the need for wind noise countermeasures within the express zone. However, since the nearest floor is the exit floor of the express train, stopping at the farthest floor may not be effective as a countermeasure against wind noise.

(c) Purpose/Summary of the Invention The present invention has been made in view of the above points, and aims to more reliably predict and prevent the occurrence of wind noise during side-by-side running even in express zones using a simple device. ,
The purpose is to realize wind noise prevention technology during parallel running that can reduce the impact on the group management control system.

A feature of the present invention is that in controlling a plurality of cars arranged in a common hoistway, at least one
A device for detecting wind speed or wind pressure in the hoistway is installed on the roof, under the floor, or on the side of the car, and a detector that emits a signal when the wind speed or wind pressure exceeds a predetermined value is installed on all cars in the same hoistway. The present invention further includes a speed limiting device that restricts the speed of one of the cars to a predetermined speed lower than the rated speed when the detector operates while the cars are traveling in the same direction.

(d) Structure of the Invention Figure 3 shows an embodiment of the present invention in which two elevator cars 4a and 4b, No. A and No. B, each having a rated speed of 240 m/min, are installed in the same hoistway 1. Illustrated. The hoistway 1 has a sealed structure with a hoistway wall 9, except for rope holes 3a and 3b between the hoistway 1 and the machine room 2, and the entrances and exits of the landings from the 1st floor to the 20th floor (not shown). However, the area from the 2nd floor to the 9th floor is an express zone, and there are no entrances and exits for the boarding area. Cars 4a, 4b and hanging weights 5
a and 5b are ropes 7 by hoisting machines 6a and 6b.
a, 7b to move up and down within the hoistway 1.

A wind speed detection device 10 is attached to the roof of the car 4a of the car No. A so as to protrude from the side surface of the car.

FIG. 4 is a circuit of a same-direction movement detection device for detecting the coincidence of the movement directions of all elevators in the same hoistway according to an embodiment of the present invention, where PG and NG are positive and negative common power supplies, respectively, and SU (A ), SU(B) is unit A, respectively.
This is the normally open contact of the ascending direction selection relay (not shown) that turns ON when the ascending direction of Unit B is selected.SD(A),
SD (B) is a normally open contact of a descending direction selection relay (not shown) that is turned on when the descending direction of the A and B machines is selected, respectively. SDR is a same direction detection relay that turns ON when all elevators in the same hoistway are in the same direction.

FIG. 5 is a diagram showing an embodiment of the wind speed detection device shown at 10 in FIG. 3. 21 is a speed generator (either AC or DC type), 22 is a propeller,
23 is a propeller shaft, and 24 is a container for storing circuits such as relays and a mounting leg. FIG. 6 shows a circuit example of a wind speed detection device, in which the output of the speed generator 21 is rectified by a full-wave rectifier 25, and the output is rectified by a voltage detection relay 25.
(VEL), and its normally open contact VEL is used as VHL shown in FIG. 7, which will be described later.
Note that the VEL voltage and release voltage can be finely adjusted using a built-in regulator.

Figure 7 shows a wind noise countermeasure command circuit that turns on the wind noise countermeasure command relay LS when it detects that wind noise countermeasures are necessary, and instructs the car to run at a speed lower than the rated speed, and self-holds the car until it stops. It is.

SDR is the normally open contact of the SDR relay described above in FIG. 4, and VEL is the normally open contact of the VEL relay described above in FIG. BK is ON when VEL installed number is running
and attracts the electromagnetic brake of the hoisting machine to stop it.
This is the normally open auxiliary contact of the brake contactor BK (not shown), which releases the brake when turned OFF and maintains the brake contactor BK (not shown).

FIG. 8 shows a circuit for setting the maximum speed of the car, and 41 is a known speed pattern generating circuit. P5 and N5 are constant voltage power supplies for positive and negative semiconductor circuits, VR ₁ is a variable resistor for setting the rated speed,
VR ₂ is a variable resistor for speed setting when suppressing the maximum speed, and LS is the normally closed and normally open contacts of the LS relay explained in FIG.

A speed control device is constituted by the wind noise countermeasure command circuit shown in FIG. 7 and the maximum speed setting circuit shown in FIG. 8.

(e) Effect of the invention During normal running, the cars do not run close together, so there is a sufficient escape route for the air pushed away by the cars, and the speed of the air flow on the side of the car is 8 m even if the rated speed of the elevator is 240 m/min. /S or less. Wind noise generally starts to become a problem when the speed of the car increases.
It is said that the operating point of the voltage detection relay 26 (VEL) shown in Fig. 6 is 8m/S or more.
If it is set to about S, the voltage detection relay 26 (VEL) will not operate during normal driving.

Now, as shown in Fig. 3, if two cars are running close together and ascending, as the speed of the two cars increases or as the two cars approach each other, The wind speed of the airflow on the side of the car increases, and VEL turns ON when it exceeds 8 m/s.

However, at this time, it has not yet reached the point where wind noise becomes a problem.

On the other hand, in Figure 4, since the elevators of Units A and B are both ascending, the same direction detection relay SDR is turned ON by PG-SU(A)-SU(B)-SDR coil-NG, and in Figure 7, Wind noise countermeasure command relay LS is turned on by P-SDR-VEL-LS coil-N, As a result, the car stops and the brake contactor BK
Self-hold until OFF. As a result, the target maximum speed in Figure 8 is determined by the wind noise countermeasure command relay LS.
While it was OFF, the rated speed (voltage V ₁ ) was set by the variable resistor VR ₁ for setting the rated speed, but when the wind noise countermeasure command relay LS was turned ON, the normal speed of the wind noise countermeasure command relay LS shown in Fig. 8 was reached. The operating state of the closed contact and normally open contact is switched, and the variable resistor VR ₁ for setting the rated speed
and the voltage set by the speed setting variable resistor VR ₂
Changed to V ₂ . As a result, the speed of No. A is controlled toward the lower speed target value that has been changed, and there is a difference in maximum speed between No. A and No. B, which is another No. This prevents the wind from running in tandem with the wind speed, and the wind speed starts to drop before it reaches 8 m/s, and no wind noise is generated.

The same applies even when both vehicles are descending.

Next, when two vehicles are traveling in opposite directions and pass each other in the middle, the instantaneous wind speed when they pass each other increases.
Although it is conceivable that wind speeds exceed 8m/s, it is well known from experience that wind noise is not a practical problem when passing each other, and in this case forced deceleration is not used to avoid unnecessary stops. In other words, in Fig. 4, one ascending direction selection relay SU is closed,
Since the other descending direction selection relay SD is closed,
Same direction detection relay SDR remains OFF,
Therefore, forced deceleration does not work in Fig. 7.

There are various other methods for detecting the wind speed shown in Figures 5 and 6, such as one based on the Pitot tube principle, and one that converts the wind speed into rotational speed using a propeller or the like, and then converts the wind speed to rotational speed using centrifugal force. There are various possibilities, such as operating at a wind speed higher than the set wind speed.

Figure 9 is a plan view of a wind pressure detection device that measures wind pressure instead of wind speed and has the same function as the wind speed detection device described above, and Figure 10 is a side view of the wind pressure detection device shown in Figure 9. For example, numeral 32 is a fan-shaped plate made of a lightweight material such as aluminum with one end rounded and bent, numeral 32 is a spring plate using a spring material such as phosphor bronze, and numeral 33 is the spring plate 32 attached with screws 34. Reference numeral 36 indicates a rotating shaft of the switch portion of the micro switch 37, and reference numeral 38 indicates a mounting base to which the micro switch 37 is fixed with screws 39. The fan-shaped plate 31 is formed by the spring plate 3 due to the air flow on the side of the car due to the up and down operation of the car.
The amount of displacement is determined by the wind speed and the spring force.For example, the contact point in the micro switch 37 closes at a wind speed of 8 m/s or more. It can be replaced by the voltage detection relay 26 (VEL) of the detection device.

In Figures 4 and 6, the contacts SDR and VEL provided for forced deceleration commands were inserted into the own machine equipped with the wind speed detection device 10, but they were inserted into the deceleration command circuit of another machine, and were inserted into the own machine. You don't have to.

In FIG. 3, the wind speed detection device 10 is installed on the roof of the car 4a, but in FIG.
As shown in Figure 2, it may be installed at the bottom of the car floor or on the side of the car 4a, and it does not necessarily have to be installed on the side facing other cars running alongside, but it can be installed at a location where the airflow on the side of the car can be measured. That's fine.

(f) Effects of the Invention As explained above, the elevator control device of the present invention can be used even if there are sections such as express zones where it is impossible to decelerate and stop immediately, and the effectiveness is limited by the layout of the building, etc. Since the maximum speed of one car traveling side by side is only slightly lowered in a part of the traveling section, the impact on passengers is small and the service for the group as a whole is not degraded.

In addition, a simple control device reliably predicts and prevents the occurrence of wind noise when running side-by-side, so the movement of the cars is unnecessarily restricted, reducing the efficiency of group management and causing long waiting times. The occurrence of calls and the feeling of anxiety and irritation caused to passengers in the car are kept to a minimum, and the circuit configuration is not complicated even when there are a large number of cars running side by side in the same hoistway.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing the configuration of an elevator in a single hoistway, Fig. 2 is a sectional view taken along the line - - of Fig. 1, Fig. 3 is a diagram showing the configuration of the elevator of the present invention, and Fig. 4 is a diagram showing the configuration of the elevator of the present invention. FIG. 5 is a diagram showing an embodiment of the wind speed detection device of the present invention, FIG. 6 is the circuit diagram of FIG. 5, and FIG. FIG. 8 is a diagram showing an embodiment of the wind noise countermeasure command circuit of the present invention, FIG. 8 is a diagram showing an embodiment of the car maximum speed setting circuit of the present invention, and FIG. A plan view of another embodiment, FIG.
The side view, FIG. 11, and FIG. 12 are diagrams showing a method of attaching the wind speed detection device of the present invention. 4... Hoistway, 4a... Car of A car, 4b... B
No. 1 car, 10...Wind speed detection device, SDR...Driving direction matching relay, VEL...Wind speed detection relay, LS
...Wind noise countermeasure command relay.

Claims (1)

[Claims] 1 Place multiple cars in a common hoistway,
In this elevator control device for controlling the movement of the cars, at least one of the cars is provided with a wind speed detection device that operates when the wind speed or wind pressure in the hoistway is equal to or higher than a predetermined value, and all of the cars are a same direction progress detection device that operates when the car is traveling in the same direction, and when the wind speed detection device and the same direction progress detection device operate together, the speed of the car is set to a predetermined speed lower than the rated speed. 1. An elevator control device comprising a speed limiting device that limits the speed to below.