JP5050362B2 - elevator - Google Patents

Description

  The present invention relates to an elevator, and more particularly, to abnormality detection of a sheave used in an elevator.

  An example of a conventional elevator is described in Patent Document 1. In the elevator apparatus described in this publication, in order to reduce the diameter of the elevator sheave, a plurality of strands constituting the wire rope are coated with a resin, and the whole is further coated with a resin. In an elevator using such a resin-coated wire rope, when the resin deteriorates, the hardness of the resin increases and the coefficient of friction with the sheave decreases.

  Therefore, it is necessary to regularly maintain the slip amount between the rope and the sheave. A method for checking the slip amount is described in Patent Document 2. In this publication, reflective tapes are arranged at equal intervals on the drive sheave in order to measure the amount of slip in an elevator with many light load operations. When the car stops at the reference floor, the control circuit is operated to take out the reflection signal from the reflection tape and count it with a counter to grasp the slip amount.

  A conventional example of improving the landing accuracy is disclosed in Patent Document 3. In the elevator described in this publication, a relative position change of a car in operation is measured by a rotary encoder attached to a sheave. On the other hand, the absolute position change of the car is measured using a position detector attached to the car and a shielding plate attached to the hoistway. An error in landing control is calculated from the relative position change and absolute position change of these cars, and the landing position is corrected. This error includes slipping of the rope and sheave.

JP 2001-262482 A Japanese Patent Laid-Open No. 7-10412 JP 2003-118946 A

  In the above-mentioned Patent Document 1, although the reduction of wear of the wire rope when the sheave is reduced in diameter is considered, it is not sufficiently considered to grasp the progress of wear. Moreover, in the said patent document 2, in order to measure the slip between a sheave and a rope, since a photoelectric device, a reflective tape, etc. are added, it is not possible to attach these devices to many already installed elevators. It is difficult and expensive. In addition, maintenance personnel have to go to the site for maintenance, which causes problems such as operation stoppage.

  In Patent Document 3 above, the amount of slip between the rope and sheave is measured while the elevator is in operation, and the position of the car is obtained. It is difficult to distinguish the amount of abnormal slip.

  The present invention has been made in view of the above-mentioned problems of the prior art, and an object of the present invention is to determine deterioration of ropes and sheaves by a simple method in an elevator. Another object of the present invention is to measure the amount of slip without an operator without adding an expensive slip measuring device to the elevator. Still another object of the present invention is to realize a highly reliable elevator without increasing maintenance costs.

In order to achieve the above object, the present invention provides a rope-type elevator that connects a car and a counterweight with a rope and drives a sheave on which the rope is mounted to raise and lower the car. Speed detection means for detecting the speed of at least one of the ropes to which the car is connected, and the respective specified speeds in the ascending operation and descending operation of the car determined based on the progress of surface deterioration of the past rope and sheave A speed database that stores upper and lower limits as a range is provided, and the elevator is operated without a load for a predetermined section, and the speed database detected at that time is used to refer to the speed database . also it determines that at least one of the defined speed range if it is out of the rope and the sheave are degraded It is.

According to the present invention, there is provided a speed database for storing respective specified speed ranges in the ascending operation and descending operation of the car determined based on the progress of surface deterioration of the past ropes and sheaves, and the elevator is not loaded and is predetermined. Even if it is necessary to periodically maintain the amount of slip between the rope and sheave as in an elevator using a resin-coated wire rope, the section operation is repeated and deterioration is determined at the detected speed. Thus, it is possible to easily determine whether the degree of deterioration is negligible and normal operation is possible . In addition, a dedicated slip measuring device is not required and slip can be measured unattended. As a result, a highly reliable elevator can be realized without increasing maintenance costs.

  Hereinafter, an elevator according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing an example of an elevator 100. In the elevator 100, the car 1 is connected to one end of the rope 2, and the counterweight 6 is connected to the other end of the rope 2. An intermediate portion of the rope 2 is wound around a sheave 4 attached to a driving device 3 disposed above the car 1 and a deflecting wheel 5 located away from the sheave 4. A sheave encoder 12 that measures the amount of rotation of the sheave 4 is attached to the sheave 4.

  The car 1 is disposed in a hoistway, and rails 7 are attached to the side walls of the hoistway. The car 1 is guided by the rail 7 and moves up and down in the hoistway. A shielding plate 8 is attached at a position corresponding to each floor of the rail 7. On the other hand, a positive detector 9 which is a position detection device is attached to the upper portion of the car 1. The positive detector 9 generates a detection signal when the car 1 passes the shielding plate 8.

  In order to detect the speed of the car 1, governor pulleys 11 a and 11 b are disposed on the side and below and above the car 1, and the governor rope 10 is mounted on the governor pulleys 11 a and 11 b. Has been. The governor rope 10 is formed in a loop shape. Engagement means for engaging with the governor rope 10 is provided on the side surface of the car 1. Therefore, the governor rope 10 moves together with the car 1. A governor pulley encoder 13 for detecting the rotational speed of the pulley 11a is attached to the governor pulley 11a.

  In the elevator 100 configured as described above, the driving device 3 rotates the sheave 4 to move the car 1 up and down in the hoistway. When the car 1 crosses the shielding plate, the switch of the positive detector 9 is turned on, and it is detected that the car 1 has reached the landing on each floor. At this time, the speed of the sheave 4 is detected by the sheave encoder 12 attached to the sheave 4. Furthermore, the raising / lowering speed of the car 1 is detected with high accuracy by using the governor pulley encoder 13 attached to the governor pulley 11a.

  The signals of these encoders 12 and 13 are sent to the arithmetic unit 16 through wirings 15a and 15b. The signal of the positive detector 9 is sent to the calculation unit 16 by the tail code 14. The arithmetic unit 16 has storage means, and a database 17 is stored in the storage means. In the database 17, the following calculation is executed using the slip amount and the friction coefficient data of 17. As a result of the calculation, when it becomes clear that the rope 2 and the sheave 4 are deteriorated, the alarm means 19 is activated using the telephone line 18.

  By the way, there is a speed difference between the rope 2 and the sheave 4 due to the slip generated between the rope 2 and the sheave 4. FIG. 2 shows changes over time in the speed of the car 1 and the speed of the sheave 4. It is the graph calculated | required by carrying out the reciprocating driving | running | working of the elevator 100 by making the passenger car 1 into an unloaded state. The speed 22 of the car 1 is indicated by a solid line, and the speed 24 of the sheave 4 is indicated by a broken line. The car speed during ascending operation above the time axis is Vu, and the car speed during descending operation below the time axis is Vd. The driving time for the ascending operation is Tu, and the driving time for the descending operation is Td.

  Since the car 1 is in an unloaded state with no passengers, the counterweight 6 is heavier than the car 1. When the car 1 rises and the rope 2 passes through the sheave 4, the speed of the car 1 is faster than the rotational speed of the sheave 4. When the car 1 descends, the speed of the car 1 is slower. Thus, a speed difference is generated between the rope 2 and the sheave 4 both when the car 1 is raised and when it is lowered, and the rope 2 and the sheave 4 slip.

  When the friction coefficient between the rope 2 and the sheave 4 decreases, the speed of the sheave 4 rotates without change, but the ascending speed Vu of the car 1 increases to Vu ′, and the descending speed Vd is Decrease to Vd '. In FIG. 2, the car speed 26 when the friction coefficient between the rope 2 and the sheave 4 decreases is indicated by a one-dot chain line. Since the speed V of the car 1 has changed, the driving time also changes. In the ascending operation, the operation time is decreased by ΔTu, and in the descending operation, it is increased by ΔTd. Since the car speed V and the driving time T have changed, the amount of slip between the rope 2 and the sheave 4 also changes.

  When at least one of the car speed, the driving time, and the slip amount exceeds a predetermined value, the car 1 stops at a position deviated from the predetermined landing position. When the increase amount of at least one of the car speed, the driving time, and the slip amount exceeds the limit amount, the friction coefficient between the rope 2 and the sheave 4 decreases and the drive device 3 is stopped. First, the larger one of the car 1 or the counterweight 6 falls. Therefore, in this embodiment, at least one of the car speed, the driving time, and the slip amount is measured, and the deterioration of the rope 2 and the sheave 4 is evaluated by the following method.

  A method of evaluating deterioration of the rope 2 and the sheave 4 using the car speed V will be described with reference to FIG. FIG. 3 is a flowchart showing a car speed monitoring system included in the elevator 100 shown in FIG. When the car monitoring system is activated, the elevator 100 is first operated in a predetermined section without being loaded (step 31). The speed of the car 1 at this time is measured (step 32). Using the measured speed of the car 1, the speed database 17 stored in advance in the storage means is referred to (step 33).

  It is determined whether or not the measured speed of the car 1 is within the range of the specified speed stored in the speed database 17 (step 34). If the measured speed of the car 1 is within the specified range, the process returns to step 31 to repeat the measurement. At that time, Steps 31 to 34 are repeated at a predetermined interval. If the measured speed of the car 1 is outside the specified range, it is determined that the rope 2 or sheave 4 has deteriorated, and the alarm means is activated in step 35.

  FIG. 4 is a graph showing details of the car speed database 17 provided in the storage means. The car speed database 17 is obtained by raising and lowering the elevator 100. As shown in FIG. 2A, when the car 1 is driven upward, if the speed of the car 1 increases to a predetermined upper limit value Vu1 or more, the slip between the rope 2 and the sheave 4 becomes a specified value. It will exceed. In this case, it is determined that the deterioration of the surface of the rope 2 or the sheave 4 is progressing based on past results, and it is determined that the usage limit is exceeded.

Further, the reason why the speed of the car 1 decreases below the predetermined lower limit value Vu2 is that an abnormality has occurred in the elevator 100 and it has become difficult to slip between the rope 2 and the sheave 4. If the speed of the car 1 is between the upper limit value Vu1 and the lower limit value Vu2, even if the surface of the rope 2 or sheave 4 is deteriorated, it indicates that the degree of deterioration can be ignored. Set the state to the normal operating state. In this way, the car 1 is moved up to define abnormal operation and normal operation and stored in the database 17.

  Similarly, in the case of descending operation, abnormal operation and normal operation are defined as shown in FIG. That is, when the car 1 is lowered and the surface of the rope 2 and sheave 4 deteriorates and the speed of the car 1 falls below the lower limit value Vd2, it is determined that there is an abnormality. Further, when the speed of the car 1 increases to the upper limit value Vd1 or more, it is judged as abnormal, and when the speed of the car 1 is between the upper limit value Vd1 and the lower limit value Vd2, it is judged as normal operation. This data is also stored in the database 17.

FIG. 5 shows changes in the speeds of the car 1 and the sheave 4 when the elevator 100 is driven up and down. The horizontal axis is time and the vertical axis is the speed 50, 52,
56 and 58 and the speed 54 of the sheave 4. The speed 50 indicated by the solid line is the speed of the car 1 during the ascending operation in the normal state, and the speed 52 is the speed during the descending operation in the normal state. The sheave speed 54 is indicated by a dashed line. A speed 56 indicated by a one-dot chain line is a speed during the ascending operation when the speed of the car 1 increases from the normal state, and a speed 58 decreases when the speed of the car 1 decreases from the normal state. It is the speed when driving.

The speed of the car 1 and the speed of the sheave 4 when the speed is almost constant are compared. In ascending operation, the speed of the car 1 is faster than the speed of the sheave 4 by ΔVu. In the descending operation, the speed of the car 1 is slower than the speed of the sheave 4 by ΔVd. Therefore, the speed difference ΔV of the car 1 is defined by the following equation. ΔV = ΔVu + ΔVd. When the rope 2 or sheave 4 deteriorates and the speed difference of the car 1 when it rises increases to ΔVu ′ and the speed difference of the car 1 when it descends increases to ΔVd ′, the total speed difference ΔV ′ of the car 1 also becomes , ΔV ′ = ΔVu ′ + ΔVd ′. Compared to before the rope 2 or sheave 4 deteriorates, the speed difference of the car 1 increases.

FIG. 6 is a flowchart showing the processing contents of the car speed difference monitoring system provided in the elevator 100. In the car speed difference monitoring system, first, in step 61, the elevator 100 is reciprocated for a predetermined section without being loaded. At this time, the speed of the car 1 is measured when the speed is substantially constant (step 62). Based on the measured speed of the car 1, a speed difference between when the car 1 is raised and when it is lowered is calculated (step 63).

  Using the obtained speed difference of the car 1, the database 17 provided in the storage means is referred in advance (step 64). It is determined whether or not the obtained speed of the car 1 is within a specified range (step 65). If the speed difference of the car 1 is within the specified range, the process returns to step 61, and steps 61 to 65 are repeated at predetermined intervals. If the calculated speed difference of the car 1 is out of the specified range, the alarm means is activated (step 66) and monitoring is stopped.

Details of the speed difference data stored in the database 17 provided in the storage means will be described using the graph of FIG. When the speed difference of the car 1 increases to a predetermined value ΔV1 or more based on past results, the slip between the rope 2 and the sheave 4 exceeds the limit value, and the surface of the rope 2 or sheave 4 It is judged that the deterioration of is progressing. Further, when the speed of the car 1 decreases to ΔV2 or less, it is determined that some abnormality has occurred and the rope 2 and the sheave 4 have become difficult to slip. These two states are abnormal states. If the speed of the car 1 is between ΔV1 and ΔV2, even if there is surface deterioration, it is determined that the degree of deterioration can be ignored, and a normal operation state is set. These data are stored in the database 17.

  By the way, the speed of the car 1 and the speed difference of the car 1 are influenced by factors such as temperature and humidity in the hoistway. When determining the deterioration of the rope 2 or sheave 4 from the change in the speed of the car 1, if the influence of temperature or humidity is removed from the measured speed of the car 1, the deterioration of the rope 2 or sheave 4 can be improved with higher accuracy. I can judge.

  Therefore, a method for removing the influence of temperature and humidity will be described below. Since the coefficient of friction between the rope 2 and the sheave 4 changes with temperature and humidity, the speed of the car 1 also changes according to changes in temperature and humidity. FIG. 8 shows a measurement system that compensates for the effects of temperature and humidity. In FIG. 8, temperature and humidity detection means are added to the elevator 100 shown in FIG. A thermometer 20a and a hygrometer 20b are provided in the hoistway and in the vicinity of the sheave.

  FIG. 9 is a flowchart showing the processing contents of the car speed monitoring system that corrects the car speed using the thermometer 20a and the hygrometer 20b. First, the elevator 100 is lifted and lowered only for a predetermined section without loading (step 91). In this up and down operation, when the speed of the car 1 becomes substantially constant, the speed of the car 1 is measured (step 92). The temperature is measured with the thermometer 20a, and the humidity is measured with the hygrometer 20b (step 93). Using the measured temperature and humidity and the speed of the car 1, the temperature and humidity database 17 provided in the storage means of the elevator 100 is referred to (step 94). Then, the speed of the car 1 with temperature and humidity compensation is obtained. The corrected speed database 17 of the car 1 is referred to using the corrected speed of the car 1 (step 95).

It is determined whether or not the corrected speed of the car 1 is within the range between the upper limit value and the lower limit value (step 96). If it is within the range, it is determined that it is in a normal state, and the process returns to step 91. Steps 91 to 96 are repeated at predetermined intervals. When it is out of the range, an alarm is issued and the elevator 100 is stopped (step 97).

  Details of step 94 will be described with reference to FIG. FIG. 4A is a graph showing the relationship between the temperature and humidity and the speed of the car 1 when the car 1 is rising, and FIG. 4B is the graph showing the temperature and humidity when the car 1 is lowered and the car. It is a graph which shows the relationship with the speed of 1.

  Steps 91 to 93 are executed to operate the rope 2 and the sheave 4. The state before use is set as a reference state, the temperature at this time is temp1, and the humidity is hum1. When measured periodically using the car monitoring system (step 93), the temperature is temp2 and the humidity is hum2. As temperature and humidity increase, the coefficient of friction between rope 2 and sheave 4 decreases. When the car 1 is driven up, the speed Vu of the car 1 increases. On the other hand, when the car 1 is operated to descend, the speed Vd of the car 1 decreases.

  The measured car speeds Vu and Vd at the time of ascent and descent are converted into the reference state by using the correction curved surfaces shown in FIGS. 10 (a) and 10 (b). Specifically, the speed of the car 1 Vu = Vu (hum, temp) and Vd = Vd (hum, temp) are stored in the database 17 using the temperature and humidity as parameters. Since these are stored as discrete data, Vd2, Vu2 in (hum2, temp2) and Vd1, Vu1 in (hum1, temp1) are obtained by interpolation from the discrete data.

  In this embodiment, a curved surface is used for interpolation. Corrected by the temperature temp1 and the humidity hum1 in the reference state, the speed of the car 1 when it rises changes from Vu2 to Vu1, and the speed of the car 1 when it goes down changes from Vd2 to Vd1. Hereinafter, deterioration of the rope 2 and the sheave 4 is determined using the corrected speeds Vu2 and Vd2 of the car 1. In this embodiment, the deterioration of the rope and sheave is evaluated by using the speed of the car 1, but the speed difference between the car 1 at the time of ascent and descent may be used instead of the speed of the car 1. . In this case, the speed of the car 1 in steps 92, 94, 95, 96 in FIG. 9 is replaced with the speed difference of the car 1.

Next, a method for determining the deterioration of the rope and sheave based on the operation time will be described using the flowchart of the operation time monitoring system shown in FIG. The elevator 100 has an operation time monitoring system. When operating this system, first, the elevator 100 is operated for a predetermined section without being loaded (step 111). The operation time required when the elevator 100 is operated for this predetermined section is measured (step 112). The database is referred to using the measured operation time for the predetermined section (step 113). It is determined whether or not the rope 2 or sheave 4 is normal based on the relationship between the previously obtained deterioration of the rope 2 and sheave 4 and the operation time for the predetermined section (step 114). If the operation time required for the operation in the predetermined section is within the predetermined time, steps 111 to 114 are repeated after the predetermined time. If the operation time required for the operation in the predetermined section exceeds the predetermined time, the alarm means is activated (step 115), and the elevator 100 is stopped.

  FIG. 12 is a database of operation time required for operation in the predetermined operation section used in step 113 of FIG. This database is obtained in advance as follows. When the operating time for the predetermined operating section decreases to Tu2 or less, it indicates that the deterioration of the surface of the rope 2 or the sheave 4 has progressed and the slip between the rope 2 and the sheave 4 has increased. The limit is exceeded. On the other hand, an increase in the operation time required when operating for a predetermined operation section to Tu1 or more indicates a state in which some abnormality has occurred in the elevator 100 and it is difficult to slip between the rope 2 and the sheave 4. ing. When the operation time during the predetermined section operation is between Tu1 and Tu2, even if there is surface deterioration, it indicates a normal operation state in which the deterioration can be ignored. The above is the explanation about the ascending operation, but the database of the operation time Td required to operate the predetermined section when the car 1 is operated to descend can also be obtained in the same manner as described above.

  When evaluating the deterioration of the rope 2 and the sheave 4 by the operation time, the deterioration can be evaluated with higher accuracy if the environmental conditions of the rope 2 and the sheave 4 during the elevator operation are also taken into consideration. Therefore, similarly to the evaluation of the deterioration of the rope 2 and the sheave 4 using the speed difference, the temperature and humidity in the hoistway are measured and corrected under environmental conditions. In this correction method, the vertical axis in FIG. 10 (a) is the driving time Td when the car is lowered, and the vertical axis in FIG. 10 (b) is the driving time Tu when the car is rising.

Another example of determining the deterioration of the rope 2 or the sheave 4 is a method using a slip amount. FIG. 13 is a flowchart showing the processing contents of the slip amount monitoring system provided in the elevator 100. As in the above examples, first, the elevator 100 is operated for a predetermined section without being loaded (step 131). At this time, the amount of movement of the rope 2 or the car 1 and the amount of rotation of the sheave 4 are measured (step 132). A slip amount S between the rope 2 and the sheave 4 is obtained from the measured movement amount of the rope 2 or the car 1 and the rotation amount of the sheave 4 (step 133). Using the obtained slip amount S, the slip amount database 17 stored in the storage means of the elevator 100 is referred to (step 134).

  The data stored in the database 17 is compared with the calculated slip amount to determine whether or not the slip amount falls within a specified range (step 135). If it is within the specified range, it is determined to be normal, and when a predetermined time has elapsed, step 131 to step 135 are repeated. If it is outside the specified range, the alarm means is activated (step 136), and the elevator 100 is stopped.

  Details of the slip amount database 17 will be described with reference to FIG. It is known from prior experiments or experience that when the slip amount S increases and is greater than or equal to S1, the deterioration of the surface of the rope 2 or the sheave 4 proceeds beyond an allowable range. For this reason, when the slip amount exceeds S1, it is determined that there is an abnormality. Further, when the slip amount S decreases and becomes equal to or less than S2, some abnormality occurs in the elevator 100, and the rope 2 and the sheave 4 are difficult to slip, so this is also determined to be abnormal. When the slip amount is between S1 and S2, even if there is surface deterioration, the deterioration is negligible and is judged normal. Also in the determination of deterioration using the slip amount S, it is possible to determine deterioration with higher accuracy by measuring the temperature and humidity in the hoistway, which are environmental conditions, and correcting the slip amount with them.

The following method is used to detect the speed V, the driving time T, and the slip amount S of the car 1. In order to detect the speed of the car 1, a positive detector 9 as a position detector is installed in the car 1. The time T until the positive detector 9 crosses one of the shielding plates 8 provided for each floor and then crosses the shielding plate on the other floor is measured. Since the position of the positive detector 9 is determined in advance, the distance H between the positive detectors 9 and 9 is known. The speed V of the car 1 is obtained from the interval H between the shielding plates 8 in this measurement section by the following equation.
V = H / T (1)
The operation time T is measured using the governor pulley encoder 13. Note that the governor pulley encoder 13 can also be used for measuring the speed V of the car 1.

The slip amount S is obtained by equation (2) using the moving amount L of the car 1, the rotation angle Q representing the rotation amount of the sheave 4, and the curvature radius R of the rope 2 when the rope 2 is wound around the sheave 4. It is done.
S = | L−Q × R | (2)
Here, the rotation angle Q of the sheave 4 is detected by the sheave encoder 12 attached to the sheave 4. The radius of curvature R of the rope 2 is a radius of a circle through which the center of the rope 2 passes when the rope 2 is wound around the sheave 4.

  As the elevator 100 is used, the rope 2 and the sheave 4 wear and the radius of curvature R of the rope 2 decreases. Since this reduction amount is about 1% of the curvature radius R of the rope 2, it hardly affects the value of the slip amount S. The radius of curvature R of the rope 2 is ½ of the value obtained by adding the diameter of the rope 2 to the inner diameter of the sheave 4. The moving amount L of the car 1 that is the driving distance of the elevator 100 is obtained from the number of times that the positive detector 9 passes through the shielding plate 8. These values are therefore known.

  The slip amount S can also be obtained from the speed of the rope 2 and the rotation amount of the sheave 4. This example will be described with reference to the flowchart of the slip amount monitoring system shown in FIG. The elevator 100 is operated for a predetermined section without being loaded (step 151). At this time, the speed of the car 1 and the rotational speed of the sheave 4 are measured (step 152). The speed V of the car 1 is obtained from the interval between the two shielding plates 8 and 8 and the time when the positive detector 9 passes between the two shielding plates 8 and 8. Alternatively, the speed V of the rope 2 is directly measured by the governor pulley encoder 13.

  From the measured speed of the car 1 and the rotational speed of the sheave 4, the slip amount S is obtained using the equation (3) (step 153). At this time, the speed V of the car 1 is integrated with the driving time T to obtain the car movement amount. Similarly, the rotational speed V ′ of the sheave 4 is integrated by the operation time T to obtain the rotation amount of the sheave 4.

S = | ∫V (T) dT−∫V ′ (T) dT | (3)
When the speed V, the operating time T, and the slip amount S of the car 1 are obtained using the shielding plate 8 and the positive detector 9, the rope 2 expands and contracts due to the acceleration / deceleration of the car 1, so that the measurement accuracy decreases. Therefore, when these various amounts are measured using the shielding plate 8 and the positive detector 9, it is possible to measure with higher accuracy if the influence of acceleration / deceleration is compensated.

FIG. 16 shows a change example of the speed of the car 1 and the speed of the sheave 4 when the car 1 is raised from the first floor to the tenth floor. The detection signal of the positive detector 9 is also shown in the lower part. When the positive detector 9 detects the shielding plate 8 _i (i = 1,..., 10) provided corresponding to each floor, the signal of the positive detector changes from Lo to Hi.

At this time, the speed 160 of the car 1 obtained from the speed 162 of the sheave 4 obtained from the change in the rotation angle of the sheave encoder 12 and the distance between the signal of the positive detector 9 and the shielding plate 8 _i (i = 1,..., 10). As shown in FIG. 16, the shape approximates a trapezoid having constant velocity regions 160a and 162a in the middle.

  That is, the entire operation area is divided into an expansion / contraction area Ra of the rope 2 during acceleration, an area Rb where the rope 2 does not expand / contract, and an expansion / contraction area Rc of the rope 2 during deceleration. Therefore, the reduction in accuracy is compensated by using the constant speed region Rb included in the operation pattern of the elevator 100. Specifically, the speed of the car 1 in the region Rb where the speed of the car 1 after the acceleration of the car 1 is almost constant, the operation time, and the rotational speed of the sheave 4 are compared. Then, the slip amount is calculated from the obtained speed of the car 1, the rotational speed of the sheave 4, and the operation time.

Thereby, the influence of rope expansion and contraction in the regions Ra and Rc can be eliminated. In the present embodiment, the measurement section _Int74 is from the fourth floor to the seventh floor where the rope does not stretch. The slip amount at this time is obtained from the equation (4).
S = | V−V ′ | × Ts (4)
Here, Ts is an operation time at a constant speed.

The region Rb where the rope 2 is not expanded and contracted is obtained as follows. The operating speed V, acceleration α ₁ and deceleration α ₂ of the elevator 100 are determined by the specifications of the elevator 100. If the driving speed V is divided by the acceleration α ₁ or the deceleration α ₂ , the acceleration time t ₁ and the deceleration time t ₂ can be calculated. Since the speed becomes substantially constant after t ₁ seconds from the operation of the elevator 100, the constant speed region starts from the shielding plate 8 that the car 1 first crossed after the elapse of t ₁ seconds from the elevator operation. The time until the car 1 crosses the shielding plate 8 in the time that is at least t ₂ seconds before the stop of the elevator 100 and is closest to t ₂ seconds is a region where the speed is constant.

  An acceleration sensor may be attached to the car 1, and the car 1 immediately after startup may be accelerated, and a constant speed region may start from the shielding plate 8 crossed by the car 1 after the acceleration becomes zero. In this case, the time until the shielding plate 8 crosses immediately before the car starts to decelerate and the acceleration changes from 0 is defined as a constant speed region.

  Another method for measuring the speed, driving time, and slip amount of the car 1 that compensates for the influence of acceleration will be described with reference to FIG. Take the case of raising the car 1 as an example. This is a measurement method effective for a low-rise building or the like with a small number of moving floors of the elevator 100. If the elevator 100 has four or more stop stories, two or more shielding plates 8 can be set in a section where the speed of the car 1 is constant.

  On the other hand, in the elevator 100 that has only two stop floors, the positive detector 9 crosses the shielding plate 8 immediately after the car 1 moves or just before the stop. In such a situation, the movement amount of the car 1 detected by the positive detector 9 includes the influence of the elongation of the rope 2. Therefore, the acceleration is set to be larger than that in the normal driving mode when the passenger is present, and driving is performed at a constant speed before the signal of the positive detector 9 changes to Lo.

  When the car 1 is stopped, the signal from the positive detector 9 changes to Hi, and then the car is decelerated and stopped. Alternatively, the acceleration time in the normal operation mode is shortened, and the operation is performed at a constant speed before the signal of the positive detector 9 changes to Lo. When stopping the car 1, the signal from the positive detector 9 changes to Hi and then decelerates. The speed, operation time, and slip amount of the car 1 are measured in the constant speed region Rb.

  The car speed, driving time, and slip amount are measured at the start of use, and these amounts are measured again after a predetermined time. The value at the start of use is compared with the value at the time of re-measurement to determine the deterioration of the rope 2 and the sheave 4. The car speed, operation time, and slip amount are affected by the loading conditions, so measure under the same conditions as the first measurement. For that purpose, it is preferable to use the time when there is no passenger from midnight to early morning, in which the same conditions can be easily set.

  When comparing the car speed, driving time, and slip amount during normal travel because they can only be measured during normal travel, etc., compensate for the effect of the load using a database when measuring with different load capacity. . FIG. 18 shows an example of the database 17 used at this time. On the horizontal axis, the load capacity when the rated load capacity is 100% is shown as a percentage.

When the loading amount increases, the ascending speed Vu of the car 1 shown in FIG. 10A decreases, and the descending speed Vd shown in FIG. The speed difference ΔV shown in FIG. 5C becomes almost 0 when the load amount is close to 50%. When the loading amount is D% between 0 and 50%, the ascending speed Vu decreases and the descending speed Vd increases compared to when the loading amount is 0%. Further, the speed difference ΔV decreases.

  Using the database 17 shown in FIG. 18, the value when the loading amount is D% is converted to the value when it is 0%. The vertical axis in FIG. 18 (a) is the driving time Td when the car descends, the vertical axis in FIG. 18 (b) is the driving time Tu when the car is rising, and the vertical axis in FIG. 18 (c) is the slip amount S. It can also be used to correct the operating time and slip amount.

It is a mimetic diagram of one example of an elevator concerning the present invention. It is a graph explaining the change of the car speed and sheave speed in an elevator. It is a flowchart which monitors the speed of the car with which the elevator shown in FIG. 1 is provided. It is a graph explaining the abnormality diagnosis of the elevator shown in FIG. It is a graph explaining the change of the speed and sheave speed of the car with which the elevator shown in FIG. 1 is equipped. It is a flowchart which monitors the speed difference of the car with which the elevator shown in FIG. 1 is provided. It is a graph explaining the abnormality diagnosis of the elevator shown in FIG. It is a schematic diagram of the other Example of the elevator which concerns on this invention. It is a flowchart which monitors the speed of the car with which the elevator shown in FIG. 8 is equipped. It is a graph explaining the relationship between the speed of a car with which the elevator shown in FIG. 8 is equipped, and temperature and humidity. It is a flowchart which monitors the driving | running time of an elevator. It is a graph explaining step 114 of FIG. It is a flowchart of slip amount monitoring. It is a graph explaining step 135 of FIG. It is a flowchart of slip amount monitoring. It is a graph explaining the change of the speed of a car, and a sheave speed. It is a graph explaining the change of the speed of a car, and a sheave speed. It is a graph explaining the relationship between the loading amount and the slip amount of the car.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Riding car, 2 ... Rope, 3 ... Drive device, 4 ... Sheave, 5 ... Baffle, 6 ... Counterweight, 7 ... Rail, 8 ... Shielding plate, 9 ... Position detector, 10 ... Governor rope, 11 ... Governor pulley, DESCRIPTION OF SYMBOLS 12 ... Sheave encoder, 13 ... Governor pulley encoder, 14 ... Tail code, 15 ... Wiring, 16 ... Operation part, 17 ... Database, 18 ... Telephone line, 19 ... Alarm means

Claims (6)

In the rope type elevator that connects the car and the counterweight with a rope, drives the sheave that mounts this rope and raises and lowers the car,
Speed detection means for detecting the speed of at least one of the car or the rope to which the car is connected, and the car ascending operation and descent determined based on the progress of surface deterioration of the past rope and sheave A speed database that stores the upper and lower limit values for each specified speed range in operation is provided, and the elevator is operated without a load for a predetermined section, and the speed of the car and / or rope detected at that time is used. An elevator characterized by referring to the speed database and determining that at least one of a rope and a sheave has deteriorated if it is outside the specified speed range . An operation time detecting means for detecting the operation time of the elevator is provided, the speed database stores the relationship between the operation time and at least one of the rope and the sheave, and refers to the speed database using the measured operation time . The elevator according to claim 1, wherein deterioration of at least one of the rope and the sheave is determined.   The elevator according to claim 1, wherein a shielding plate is provided on each floor where the elevator stops, and the speed detection means is provided in the car, and the speed detection means outputs a signal when the shielding plate is detected.   A detection rope fixed to the car and formed in a loop shape, and a pair of pulleys arranged in a vertical direction of a hoistway on which the detection rope is mounted and the car goes up and down, The elevator according to claim 1, wherein the speed detecting means is provided in at least one of the pulleys. In the rope type elevator that connects the car and the counterweight with a rope, drives the sheave that mounts this rope and raises and lowers the car,
Speed detecting means for detecting the speed of the car and the speed of the sheave;
A speed difference database for storing a prescribed range of speed difference between when the car is rising and when it is descending; and
Repeatedly run the elevator for a predetermined section without loading, calculate the speed difference from the detected car speed when the speed is constant, refer to the speed difference database, and if the speed difference is outside the specified range An elevator characterized in that at least one of a rope and a sheave has been deteriorated . A temperature / humidity detecting means for measuring temperature and humidity is provided in a hoistway where the car goes up and down, and the speed database stores a relationship between the temperature and humidity, the car speed, the driving time, and the slip amount. The elevator according to claim 1.

Images