JP5528997B2 - Elevator cab vibration reduction device - Google Patents

Description

  The present invention relates to an elevator in which a pantograph jack is attached between a car room and a car frame, and more particularly to an elevator car room vibration reducing device that drives and controls a pantograph jack to reduce vibrations in the car room.

  In general, an elevator has a structure in which torque generated by a motor in a hoisting machine is transmitted to a main rope via a sheave in the hoisting machine, and a car that is suspended from the main rope is moved up and down. Therefore, if there is eccentricity or imbalance in the sheave or torque ripple is generated in the motor, vibration with a frequency synchronized with the rotational motion is generated as a disturbance. On the other hand, since the main rope of the elevator is an elastic body, when a heavy object such as a car is suspended from the main rope, a vibration system having a specific natural frequency is formed.

  When the above-mentioned two frequencies are close to each other, they resonate and longitudinal vibrations are generated in the car, which is a factor that significantly deteriorates the riding comfort of the elevator. In addition, with the recent rise in the height of building structures, the longer the elevators installed there, the lower the spring constant of the rope and the more sensitive to load fluctuations and disturbances. In addition, there is a concern that uncomfortable longitudinal vibration of low frequency is generated and ride comfort is deteriorated.

  As a prior art aiming at reducing the vibration of the elevator car, for example, in Patent Document 1, it is proposed to suppress the vertical vibration of the car by driving the weight up and down with a motor. . Further, as a conventional technique for driving a car room using a pantograph mechanism, for example, Japanese Patent Application Laid-Open No. 2004-228688 proposes correcting a car landing deviation by moving the car room up and down with respect to the car frame. Furthermore, as a conventional technique using a pantograph mechanism, for example, in Patent Document 3, a pair of upper and lower cabs provided in a car frame are connected by a pantograph mechanism, and the distance between the cab rooms of a double deck elevator is adjusted by the pantograph mechanism. At the same time, there has been proposed a technique that does not give a shock to the cab or cause a large vibration.

JP 2004-168485 A International Publication Number WO2004 / 046007 JP 2001-322771 A

  However, in the vibration suppression method shown in Patent Document 1 above, the excitation frequency of the excitation source exists near the natural frequency due to the elasticity of the rope, and the car resonates and vibrates greatly up and down. In addition, in order to suppress large vertical vibrations, there is a problem that a heavy weight is required or a high output motor is required.

  Moreover, in said patent document 2, it is raising / lowering a cage | basket | car with respect to a cage | basket | car frame, and correct | amends the landing | rocking deviation of a cage | basket | car.

  Further, in Patent Document 3, the vibration at the time of adjusting the space between the cabs of the double deck elevator is reduced. For example, due to steady disturbance such as sheave eccentricity and unbalance, and motor torque ripple. Since no consideration is given to vibration, vibration due to steady disturbance may not be suppressed.

  An object of the present invention is to provide a pantograph jack with equivalent spring characteristics and damping characteristics using a pantograph jack driven by a motor and a feedback control system for position feedback and speed feedback, thereby moving the car frame to the cab. It is an object of the present invention to provide a car room vibration reducing device that keeps the vibration transmission rate of the car from low and prevents vibrations from being transmitted to the car room against the vibration of the car frame due to disturbance.

In order to solve the above problems, the present invention mainly adopts the following configuration.
A pantograph jack interposed between an elevator car frame and a car room, a motor for driving the pantograph jack, and a control for feedback control of the motor based on a relative position and a relative speed of the car room with respect to the car frame An elevator equipped with a system,
A feedback control system based on the relative position is provided with a position feedback gain unit so that the pantograph jack has an equivalent spring characteristic, and feedback based on the relative speed so that the pantograph jack has an equivalent damping characteristic. By providing a speed feedback gain unit in the control system and changing the gain K in the position feedback gain unit and the gain C in the speed feedback gain unit, the spring characteristic and the damping characteristic from the car frame to the car room are changed. The vibration transmissibility is reduced.

  Further, in the car room vibration reducing device, the gain K and / or the gain C is automatically changed in accordance with each state of the elevator operating state in the stopped state, the acceleration / deceleration state, and the steady traveling state. To do. Further, when the elevator operation state is a steady running state, the gain K and / or the gain C are reduced so that the car vibration level obtained from the displacement sensor provided in the car room does not exceed the threshold value. The vibration transmissibility is reduced.

  Further, in order to prevent the car room vibration level from exceeding a threshold value, first, the gain K is reduced to lower the equivalent spring characteristic of the pantograph jack, and when the spring characteristic is lowered, the car room vibration is reduced. If the level further exceeds the threshold value, the gain C is reduced to reduce the equivalent attenuation characteristic of the pantograph jack.

  According to the present invention, by providing a motor control system for position feedback and speed feedback of a motor, an equivalent spring characteristic and damping characteristic are given to a pantograph jack driven by the motor, and a car frame when a disturbance is applied. Vibration transmission to the car room can be kept low.

  In addition, since the spring characteristics and damping characteristics, that is, the characteristics of the vibration transmissibility are automatically adjusted, the vibration transmissibility from the car frame to the car room can be lowered and the vibration of the car room can be reduced regardless of the frequency of the disturbance. it can.

  In addition, since the car room is directly controlled using a pantograph jack so as to have an equivalent vibration isolation effect, it is possible to reduce car vibration with a relatively large amplitude without significantly increasing the car mass. .

It is a figure showing the whole elevator composition concerning an embodiment of the present invention. It is a figure showing the composition and control system of the elevator car room vibration reducing device concerning the embodiment of the present invention. It is a figure which shows the drive structure using the pantograph jack and the rack and pinion mechanism in the cab vibration reducing apparatus according to the present embodiment. It is a flowchart which shows the procedure which changes the equivalent spring characteristic and damping | damping characteristic of the pantograph jack in real time in the cage vibration reduction apparatus which concerns on this embodiment. It is a figure which shows the characteristic of the vibration transmissibility from the cage | basket | frame to the cage | basket room at the time of using the pantograph jack in the cage | basket chamber vibration reduction apparatus which concerns on this embodiment. It is a figure explaining the vibration frequency estimation method of the cage vibration reduction apparatus which concerns on this embodiment.

  An elevator car vibration reducing apparatus according to an embodiment of the present invention will be described below in detail with reference to FIGS. First, the overall configuration of the elevator according to the present embodiment will be described with reference to FIG. In FIG. 1, 1 is a car, 2 is a car guide device, 3 is a car side guide rail, 4 is a counterweight, 5 is a counterweight guide device, 6 is a counterweight side guide rail, 7 is a main rope, 8 Represents a sheave, 9 represents a hoisting machine, 10 represents a car mounting pulley, 11 represents a car side top pulley, 12 represents a counterweight side top pulley, and 13 represents a counterweight mounting pulley.

  In the elevator, the main rope 7 is frictionally driven by the power of the hoisting machine motor 9 via the hoisting machine sheave 8 so as to move up and down the car 1 suspended from the main rope. On the opposite side of the car 1 with respect to the hoisting machine sheave 8, the counterweight 4 is suspended from the main rope 7 and the counterweight mounting pulley 13. There are top pulleys 11 and 12 at the top of the elevator, and the main rope 7 is wound around to act to change the direction of the main rope 7.

  FIG. 2 is a diagram showing the configuration and control system of an elevator cab vibration reducing apparatus according to an embodiment of the present invention. In FIG. 2, 14 is a car frame, 15 is a car room, 15 'is a car room guide device, 16 is a pantograph jack, 17 is a screw shaft, 18 is a ball screw, 19 is a motor, 20 is a coupling, and 21 is a displacement sensor. , Respectively.

  A car frame 15 mounted on the pantograph jack 16 can be moved up and down by installing a pantograph jack 16 on the car frame 14 constituting the car and applying a torque by a motor 19 to drive the pantograph jack 16 in the vertical direction. It is like that. The cab 15 moves up and down along the cab guide device 15 '.

  As a mechanism for changing the rotational torque applied by the motor 19 to the pantograph jack 16 to a linear force, by using the screw shaft 17 and the ball screw 18 to reduce friction, the rotational movement by the driving force of the motor 19 is The pantograph jack 16 is converted into a linear motion of vertical movement with high responsiveness. In addition to this conversion, conversely, the vertical linear motion applied to the upper portion of the pantograph jack 16 due to the vibration of the car room 15 can be converted into the rotational motion to the motor shaft without being affected by friction.

  Next, a control system for driving the pantograph jack 16 that moves the car room 15 up and down with respect to the car frame 14 will be described. The position feedback gain 22 is multiplied by the deviation between the relative displacement of the car room 15 detected by the displacement sensor 21 with respect to the car frame 14 and the zero position (relative reference position), and the relative value obtained via the differential calculator 27 is obtained. The deviation between the speed and the zero speed is multiplied by the speed feedback gain 23 and added together.

Here, as will be described later, since the position feedback control is applied even when the position feedback gain K22 is set to a small value and the cab sinks excessively as in the steady running state, the sinking amount is applied. If the response to zero return of the sinking amount is dull, it was estimated in advance so that it can be set using the detection value of the existing cab load sensor (not shown). The position correction bias input 24 'is added to obtain a force command F ^* . In other words, when the sunk car room is difficult to return to its original position, a preset bias input is applied.

The force command F ^* is multiplied by a force-to-torque conversion coefficient 24 obtained from the mechanical relationship between the vertical force of the pantograph jack 16 and the screw shaft torque to obtain a torque command T ^* . . Next, the torque command is converted into a current command i ^* using a torque-to-current conversion coefficient 25 including a torque constant. By detecting the current of the motor 19 and performing current control by the current control system 26, the motor 19 can faithfully apply torque to the pantograph jack 16 based on the torque command. By the way, when we talk about the prior art, in the conventional structure in which the car room is designed to reduce the vibration by interposing an anti-vibration rubber against the car frame, it is resistant to vibration due to a narrow range of disturbances according to the characteristics of the anti-vibration rubber. However, in the embodiment of the present invention, the control system for driving and controlling the pantograph jack is effective for disturbances having any excitation frequency.

  FIG. 3 is a diagram of a mechanism in which a rack 28 and a pinion 29 are used instead of the screw shaft 17 and the ball screw 18 to convert between linear motion and rotational motion. The pinion 29 is rotated by applying a motor torque, and the pantograph jack is moved up and down by moving the rack 28 meshed with the pinion 29 in the horizontal direction. As in the case of the ball screw, even in this case, the vertical movement applied to the upper part of the pantograph jack 16 due to the vibration of the car chamber 15 is converted into rotational movement to the motor shaft with high responsiveness by removing the influence of friction. It has a mechanism that can do it.

  FIG. 4 is a flowchart showing how the spring characteristics and damping characteristics of the pantograph jack are changed according to the frequency and vibration level of the car room. First, the flow is divided depending on whether the current elevator is in a stopped state, an acceleration / deceleration state, or a steady running state.

  When the passenger enters the vehicle in the stopped state at S1, the position feedback gain K (see the control system in FIG. 2) is increased by a predetermined value to increase the spring characteristics (increasing the spring stiffness (spring )), The sinking of the floor of the cab 16 when the passenger gets in is prevented (S5). When the acceleration / deceleration state is set at S2, the position feedback gain K and the speed feedback gain C are increased by a predetermined value to reduce the overshoot when landing and the vibration damping performance is good. (S6). When the vehicle is in the steady running state in S3, the vibration frequency is estimated from the cage displacement signal detected by the displacement sensor 21 (S3) (see the description of FIG. 6 described later).

  Next, when the vehicle is in a steady running state, it is determined whether or not the car room vibration level exceeds a predetermined threshold value (S4). If the car room vibration level is exceeded, vibration is generated at the estimated car room vibration frequency. The position feedback gain K is changed (specifically, the gain K is reduced) so that the transmission rate is lowered, and an equivalent spring constant (spring characteristic) of an appropriate pantograph jack is set (S7).

  Here, when it is judged from the displacement sensor detected value by the displacement sensor 21 (S7 ′), and the sinking amount of the pantograph jack 16 is not within the allowable range, the position correction bias input 24 ′ (see the control system of FIG. 2). ) Is added (S7 ''). If the amount of subsidence is within the allowable range and if it is necessary to further reduce the vibration level (S8), change the speed feedback gain C so that the vibration transmissibility decreases at the estimated cab vibration frequency. An equivalent attenuation coefficient of a pantograph jack is set (S9). If the vibration level is still high, the process returns to the adjustment of the equivalent spring constant by the position feedback gain K (S7) in the flowchart.

  As can be seen from the flowchart shown in FIG. 4, the gain K and / or gain C is automatically set according to whether the elevator operation is in a stopped state, an acceleration / deceleration state, or a steady running state. It is something to change. However, the value of the car room vibration level is an additional condition in the steady running state.

  FIG. 5 shows changes in the vibration transmissibility from the car frame 14 to the car room 15 when the spring characteristics (corresponding to the position feedback gain K22) and the damping characteristics (corresponding to the speed feedback gain C23) of the pantograph jack are changed. FIG.

  It is assumed that the pantograph jack 16 has a vibration transmissibility characteristic 30 when vibration is generated in the cab 15 during steady running. At this time, the equivalent spring characteristic of the pantograph jack is reduced by lowering the equivalent spring characteristic of the pantograph jack so that the vibration transmissibility is lowered (by reducing the position feedback gain K22 of the controller that controls the pantograph jack 16). ), As in the characteristic 31. Further, in order to lower the vibration transmissibility and lower the vibration level, the damping characteristic (corresponding to the gain C23) is lowered to the characteristic 32 (change of the characteristic corresponding to the flow of S8 and S9 in FIG. 4 described above). ).

  To further repeat the description, if the spring constant is reduced with respect to the characteristic 30, the characteristic 30 shifts to the left without changing its inclination characteristic to become the characteristic 31. When the characteristic is reduced, the characteristic 31 changes its inclination characteristic and becomes steep to form the characteristic 32. The vertical broken line in FIG. 5 represents a disturbance (with a disturbance frequency) that vibrates the car frame 14 during steady running, and the intersection of the vertical broken line and each of the characteristic 30, the characteristic 31, and the characteristic 32 The vibration transmissibility at is decreased in the order of characteristic 30 → characteristic 31 → characteristic 32. That is, the gain K and the gain C are made small so that the vibration transmissibility decreases when the cab is vibrating during steady running. Here, how much the values of the gain K and the gain C are changed depends on whether the car vibration level becomes a threshold value or less as a result of the change. Furthermore, since the vibration transmissibility changes corresponding to the numerical value of the disturbance frequency applied to the car frame indicated by the vertical broken line shown in FIG. 5, as a judgment material when lowering the vibration transmissibility, outside the vibration level Vibration frequency is considered.

  On the other hand, at the time of acceleration / deceleration, the spring characteristic (spring stiffness) (corresponding to the gain K) and the damping characteristic (corresponding to the gain C) are increased as in the characteristic 33, and the acceleration state is in the steady running state, or the deceleration state is the stopped state Reduce the overshoot of the car room to the car frame when moving to, and improve the damping performance against free vibration.

  Thus, during steady running, the gain K is reduced and the gain C is reduced to reduce the car cabin vibration level to a threshold value or less, and during acceleration / deceleration, the gain K is increased and the gain C is increased to reduce overshoot, When stopping, the gain K is increased to increase the spring rigidity (stiffening the spring) and reduce the amount of sinking.

  FIG. 6 is a diagram showing a method of estimating the vibration frequency of the cab required when automatically adjusting the characteristics of the pantograph jack. When the signal of the car room displacement from the displacement sensor 21 is taken into the controller (refer to the control system in FIG. 2), it schematically shows that the period of the vibration component is automatically read and the approximate value of the frequency is obtained. ing. As shown in the figure, the cab frequency is defined by setting the time interval between the midpoint of the time domain where the sign of the relative displacement of the cab is + and the midpoint of the time domain where the sign of the cab relative displacement is-to 1/2 of the period T Seeking.

  As described above, the characteristics of the present invention will be outlined. Based on the signal from the displacement sensor 21 that detects the relative displacement of the car room 15 with respect to the car frame 14 in order to reduce the vibration of the car room 15, the pantograph jack is used. 16 is feedback-controlled by a motor 19, and the pantograph jack is equivalently provided with spring characteristics and damping characteristics by the gain (position and speed) and bias input of the feedback control system, so that vibration is transmitted from the car frame 14 to the car room 15. It is the structure which adjusts a rate automatically. By adopting this configuration, even when the vibration system having the natural frequency due to the elasticity of the elevator rope and the vibration system by some vibration source such as the sheave or its drive motor resonate, the car will vibrate greatly up and down. By adopting a simple structure without significantly increasing the weight of the car, the vibration of the car room can be reduced.

DESCRIPTION OF SYMBOLS 1 Car 2 Car guide device 3 Car side guide rail 4 Balance weight 5 Balance weight guide device 6 Balance weight side guide rail 7 Main rope 8 Sheave 9 Hoisting machine 10 Car installation pulley 11 Car side top pulley 12 Balance Weight side top pulley 13 Balance weight mounting pulley 14 Car frame 15 Car room 15 'Car room guide device 16 Pantograph jack 17 Screw shaft 18 Ball screw 19 Motor 20 Coupling 21 Displacement sensor 22 Position feedback gain 23 Speed feedback gain 24 Torque from force Conversion coefficient to 24 'Bias input for position correction when the cab sinking amount is excessive 25 Conversion coefficient from torque to current 26 Current control system 27 Differentiation calculator 28 Rack 29 Pinion 30 From the car frame before automatic adjustment to the cab Characteristics of vibration transmissibility 31 Characteristics of vibration transmissibility from car frame to car room after automatic adjustment of equivalent spring constant 32 Characteristics of vibration transmissibility from car frame to car room after automatic adjustment of equivalent damping characteristics 33 Acceleration / deceleration Of vibration transmissibility from car frame to car room after automatic adjustment to enhance damping characteristics

Claims (6)

A pantograph jack interposed between an elevator car frame and a car room, a motor for driving the pantograph jack, and a control for feedback control of the motor based on a relative position and a relative speed of the car room with respect to the car frame An elevator equipped with a system,
A position feedback gain unit is provided in the feedback control system based on the relative position so that the pantograph jack has an equivalent spring characteristic,
A speed feedback gain unit is provided in the feedback control system based on the relative speed so that the pantograph jack has an equivalent attenuation characteristic,
By changing the gain K in the position feedback gain section and the gain C in the speed feedback gain section, the vibration transmissibility consisting of spring characteristics and damping characteristics from the car frame to the car room is reduced. Elevator cab vibration reduction device. In claim 1,
Between the motor and the pantograph jack, a ball screw and a screw shaft, or a rack and pinion mechanism are interposed, and in addition to the linear motion, the rotational motion can be converted into the rotational motion. Elevator cab vibration reduction device. In claim 1 or 2,
Elevator cab vibration reducing apparatus, wherein the gain K and / or the gain C is automatically changed corresponding to each of an elevator operation state of a stop state, an acceleration / deceleration state, and a steady running state . In claim 1, 2 or 3,
When the elevator operating state is in a steady running state, the gain K and / or the gain C are reduced so that the car vibration level obtained from the displacement sensor provided in the car room does not exceed the threshold value. Elevator cab vibration reduction device characterized by reducing vibration transmissibility. In claim 4,
In order to prevent the cage vibration level from exceeding a threshold value, first, the gain K is decreased to lower the equivalent spring characteristic of the pantograph jack, and when the spring characteristic is lowered, the cage vibration level is reduced. if further exceeds the threshold value, cab vibration reduction device to reduce the gain C elevator, characterized in that lowering the equivalent damping characteristics of the pantograph jack.

In claim 5,
A bias input for position correction set in advance is applied when the sinking amount of the cab obtained from the displacement sensor is not within an allowable range when the equivalent spring characteristic is lowered. Car room vibration reduction device.

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