JP7090529B2 - Elevator door control device and door control method - Google Patents

Description

The present invention relates to an elevator door control device, and more particularly to an elevator door control device that opens and closes a car-side door and a landing-side door by connecting them with an engaging mechanism.

In a general elevator, an entrance / exit (hereinafter referred to as an entrance / exit on the landing side) is provided in the landing hall provided on each floor of the building so that passengers can get on and off. Similarly, the car is also provided with a boarding / alighting port (hereinafter referred to as a car-side boarding / alighting port) for passengers to get on and off. A door that can be opened and closed (hereinafter referred to as a landing side door and a car side door) is provided at each of these landing side entrances and exits and car side entrances and exits.

The car-side door is opened and closed by a door opening / closing drive mechanism provided in the car, and the landing-side door is indirectly opened and closed by the car-side door. That is, the landing side door and the car side door are provided with an engagement mechanism that engages only when the doors are opened and closed, and when the car side door is opened and closed by the door opening / closing drive mechanism of the car, the engagement mechanism is engaged. The landing side door is opened and closed in conjunction with the car side door via the coupling mechanism.

The engagement mechanism that opens and closes the car side door and the landing side door in conjunction with each other consists of an engaging member provided on the car side door and an engaged member provided on the landing side door, and the car is placed in the landing hall. The engagement member of the car side door engages with the engaged member of the landing side door while arriving and stopping. Then, when the car side door is opened and closed by the door drive mechanism, this opening / closing operation is transmitted by engaging the engaging member with the engaged member, and as a result, the landing side door opens and closes in conjunction with the car side door. Will be done.

Such an elevator door control device is shown in, for example, International Publication No. 2012/093441 (Patent Document 1). In Patent Document 1, a rotation detecting means for detecting the rotation of the electric motor of the door opening / closing drive mechanism, a current sensor for detecting the torque of the electric motor, and time-series data obtained from the rotation detecting means and the current sensor are referred to as a landing side door. Using the means for calculating the identification line that is statistically separated before and after the engagement, the storage means for storing the identification line, the rotation detection means obtained by newly opening and closing, and the output and the identification line of the current sensor, It is designed to detect that it is engaged with the landing side door.

Therefore, even if the engagement distance between the engaging member of the car-side door and the engaged member of the landing-side door fluctuates due to the floor or unbalanced load, the engagement between the car-side door and the landing-side door can be quickly performed. Can be detected.

International Publication No. 2012/093441

By the way, since the car is traveled in the hoistway so as to go up and down each floor, the engaging member of the car side door and the engaged member of the landing side door are predetermined so as not to come into contact with each other during traveling. It is configured to have a gap. However, if the building tilts due to aging or the car tilts due to the elongation of the rope that raises and lowers the car, between the engaging member of the car side door and the engaged member of the landing side door. The phenomenon that the gap becomes narrow occurs.

Therefore, when the car travels on the hoistway, the engaging member provided on the car side door and the engaged member provided on the landing side door come into contact with each other and the engaging mechanism is damaged, which is not preferable. May cause an event. Therefore, it is necessary to secure a predetermined gap between the engaging member provided on the car side door and the engaged member provided on the landing side door. It should be noted that this gap is a gap until the engaging member and the engaged member are engaged, and will be referred to as "engagement distance" below.

In a conventional elevator, a maintenance person periodically inspects the engaging mechanism to check the engaging distance between the engaged member and the engaged member, and engages between the engaged member and the engaged member. When the distance is shorter than the allowable distance, the engagement distance between the engaging member of the car side door and the engaged member of the landing side door is readjusted so as to be the allowable distance.

Since a landing hall is provided on each floor of the building, it is necessary to check and adjust the engagement distance between the engaging member of the engaging mechanism and the engaged member on each floor. There is a problem that it takes a long time to confirm and adjust the engagement mechanism.

Since the elevator door control device described in Patent Document 1 only detects the engagement position in order to quickly detect and accelerate the engagement between the car side door and the landing side door, the above-mentioned problem is solved. It is something that cannot be done.

An object of the present invention is to provide an elevator door control device and a door control method capable of shortening the time required for the confirmation work and the adjustment work of the engagement distance of the engagement mechanism.

The feature of the present invention is the moving distance of the engaging member when the car-side door is opened or closed and the engaging member of the car-side door is engaged with the engaged member of the landing-side door. The actual engagement distance is obtained, and the degree of proximity between the engagement member and the engaged member is determined based on the actual engagement distance and a predetermined reference engagement distance between the engagement member and the engaged member. A close distance representing the above is obtained, and if it is determined that the engaging member and the engaged member are closer than a predetermined distance based on this close distance, it is determined to be an abnormal state.

Further, more preferably, an adjustment amount for adjusting the actual engagement distance between the engaging member and the engaged member is obtained based on the close distance.

According to the present invention, it is automatically determined whether or not the engagement distance between the engaging member of the car-side door and the engaged member of the landing-side door is within the allowable distance range, and more preferably. If it is not within the distance range, the adjustment amount is automatically obtained and notified, so that the time required for the maintenance staff to confirm the engagement distance of the engagement mechanism and the adjustment work can be shortened.

It is explanatory drawing explaining the positional relationship of the engagement mechanism in a state where a car arrives at a landing hall and stops. It is a functional block diagram explaining the function of the door control device of the elevator which becomes embodiment of this invention. It is explanatory drawing explaining the concept of the operation executed by the engagement deviation calculation unit shown in FIG. It is a flowchart which shows the first half of the control flow executed in embodiment shown in FIG. It is a flowchart which shows the latter half of the control flow executed in the embodiment shown in FIG. It is a flowchart which shows the modification of the control flow of the latter half shown in FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings, but the present invention is not limited to the following embodiments, and various modifications and applications are included in the technical concept of the present invention. Is also included in that range.

FIG. 1 shows the positional relationship of the engaging mechanism when the car arrives at the landing hall and stops. In FIG. 1, the car-side door 4 and the landing-side door 5 open and close the car-side entrance / exit and the landing-side entrance / exit by allowing a pair of doors to approach and separate from each other. However, the present embodiment is not limited to this, and a configuration in which the car-side entrance / exit and the landing-side entrance / exit may be opened / closed by moving one door may be used.

Then, when the car 1 stops on an arbitrary floor, the pair of engaging rollers 2 which are "engaged members" attached to the landing side door 5 are "engaged" attached to the car side door 4. It is arranged between a pair of engaging elements 3 which are "members". In this way, the pair of engaging rollers 2 and the pair of engaging elements 3 are provided in order to perform the opening operation and the closing operation. The relationship between the engaging element 3 and the engaging roller 2 may be reversed.

Then, when the car side door 4 is opened and closed by the door opening / closing drive mechanism (not shown), the engaging element 3 engages with the engaging roller 2, and the engaging element 3 and the engaging roller 2 engage with each other. The lock mechanism (not shown) provided on the landing side door 5 is released, and the landing side door 5 can be opened and closed. As a result, the landing side door 5 and the car side door 4 are connected by the engaging element 3 and the engaging roller 2 and are opened and closed in conjunction with each other.

The engagement mechanism is configured by the engagement element 3 provided on the car side door 4 and the engagement roller 2 provided on the landing side door 5, and the engagement mechanism is composed of the engagement element 3 and the engagement roller described above. It goes without saying that the number is not limited to 2, and flat plate-shaped engaging members may be used with each other. Further, the engaging element 3 and the engaging roller 2 are configured so that the mutual positional relationship can be adjusted. Therefore, the engaging element 3 and the engaging roller 2 can adjust the mutual engagement distance G by a maintenance worker. It is a thing.

The opening / closing operation of the car-side door 4 and the landing-side door 5 having the above-described configuration is controlled by the elevator door control device shown in FIG. Next, the configuration of the door control device will be described with reference to FIG.

FIG. 2 shows a functional block of a control panel 10 that drives and controls an elevator door that controls the opening / closing operation of the car side door 4 and the landing side door 5, and a drive control unit (drive control means) 11. The control panel 10 is provided on a hoistway other than the car, and the drive control unit 11 is provided on the top surface of the car. The drive control unit 11 may be provided on the hoistway.

The drive control unit 11 controls the drive unit including the electric motor to open and close the car side door 4 and the landing side door 5. The drive control unit 11 is composed of a power supply circuit, a microcomputer, an input / output circuit, and the like, but is shown as a functional block excluding the power supply circuit in FIG.

The drive control unit 11 receives the door open / close command signal 14, the speed command calculation unit 15 generates a speed pattern at the time of opening / closing the door, and the speed control calculation unit 16 generates a speed command based on the speed pattern. For the speed command generated by the speed control calculation unit 16, the current control calculation unit 17 generates a current command, and the voltage conversion unit 18 performs power conversion for driving the electric motor 19.

The electric motor 19 is rotated by the output from the voltage conversion unit 18, and the rotation information at this time is detected by the rotation detection unit 20. The rotation detection unit 20 that detects the rotation information of the electric motor 19 is configured by, for example, a rotary encoder or the like.

The rotation detection unit 20 is provided on the drive shaft of the electric motor 19 and detects the rotation of the drive shaft. The rotation information detected by the rotation detection unit 20 is input to the pulse calculation unit 21 of the drive control unit 11.

The rotation information input to the pulse calculation unit 21 is calculated by multiplying the movement distance by the coefficient K1 in order to calculate the movement distance of the car side door 4, and the movement distance information is calculated. The position calculation unit 22 calculates the movement distance of the car side door 4 by multiplying the movement distance information calculated by the pulse calculation unit 21 with the coefficient K2.

Further, in order to detect the moving speed of the car side door 4, the moving distance information calculated by the pulse calculation unit 21 is differentiated by the speed calculation unit 23 to calculate the moving speed Va of the car side door 4. This moving speed Va is used to detect that the engaging element 3 and the engaging roller 2, which will be described later, are engaged with each other.

Further, the speed command calculation unit 15 generates a speed pattern at the time of opening and closing the door by using the moving distance of the car side door 4 calculated by the position calculation unit 22. Similarly, the speed control calculation unit 16 generates a speed command using the movement speed of the car side door 4 calculated by the speed calculation unit 23.

The current detection unit 24 detects the current value for driving the electric motor 19, and the current control calculation unit 17 generates a current command using the current value detected by the current detection unit 24.

Since such a configuration is a well-known configuration, detailed description thereof will be omitted, and the configuration of the engaging portion adjusting amount determination unit 13, which is a feature of the present embodiment, will be described below.

The engaging portion adjusting amount determining unit 13 is an engaging member when the car side door is opened or closed and the engaging member of the car side door is engaged with the engaged member of the landing side door. The actual engaging distance, which is the moving distance, is obtained, and the engaging member and the engaged member are engaged based on the actual engaging distance and a predetermined reference engaging distance between the engaged member and the engaged member. The proximity distance indicating the degree of proximity of the members is obtained, and if it is determined that the engaging member and the engaged member are closer than a predetermined distance based on this proximity distance, it is determined to be an abnormal state, and the proximity distance is further increased. Based on this, it is characterized in that an adjustment amount for adjusting the actual engagement distance between the engaging member and the engaged member is obtained.

By the way, the engaging portion adjusting amount determining unit 13 sets the actual moving distance of the engaging element 3 when the engaging element 3 of the car side door 4 engages with the engaging roller 2 of the landing side door 5 as the actual engaging distance (La). ), The actual engagement deviation amount (ΔLa) between the engagement position calculation unit 25, the engagement roller 2 of the car side door 4 engagement element 3 and the landing side door 5, and the engagement deviation adjustment amount (ΔLajt). It has an engagement deviation calculation unit 28 for calculating the above, and a storage unit 27 for storing at least the actual engagement distance (La), the actual engagement deviation amount (ΔLa), and the engagement deviation adjustment amount (ΔLajt).

In the engagement position calculation unit 25, the engagement element 3 provided on the car side door 4 that moves by driving the electric motor 19 when the door is opened and closed and the engagement roller 2 provided on the landing side door 5 come into contact with each other. The actual engagement distance (La = engagement element) in which the engagement element 3 of the car side door 4 engages with the engagement roller 2 of the landing side door 5 by detecting the decrease in the moving speed of the car side door 4 when engaged. The actual travel distance of 3) is estimated. In the following, the actual engagement distance and the actual movement distance will be described as equivalent.

The decrease in the moving speed of the car-side door 4 when the engaging element 3 and the engaging roller 2 are engaged is the moving speed (Va) of the car-side door 4 calculated by the speed calculation unit 23 and the engaging element 3. It can be determined by comparing with the speed threshold (Vsh) for determining that the roller 2 is engaged. Alternatively, it can be detected and determined that the inclination of the change in the moving speed of the car side door 4 becomes small. In short, it suffices to detect that the moving speed of the car-side door 4 has slowed down due to the engagement between the engaging element 3 and the engaging roller 2.

Further, although not illustrated, it is also possible to detect that the engagement element 3 and the engagement roller 2 are engaged by detecting a change in the torque value or a change in the current value of the electric motor 19. By detecting the state quantity indicating that the engaging element 3 and the engaging roller 2 are engaged in this way, the actual engagement distance (La) of the car side door 4 can be obtained as described later.

Then, the engagement position calculation unit 25 compares the speed threshold value (Vsh) for determining that the engagement element 3 and the engagement roller 2 are engaged with the moving speed (Va) of the car side door 4, and the engagement element 3 When it is determined that the engagement roller 2 is engaged with the vehicle, the actual engagement distance (La) of the car side door 4 calculated by the position calculation unit 22 is output to the storage unit 27 as the engagement position.

The actual engagement distance (La) represents the engagement distance between the engagement element 3 and the engagement roller 2 at the present time. The storage unit 27 is composed of a rewritable memory element, and for example, a power supply backup RAM, an EEPROM, or the like can be used.

Here, the floor discrimination signal 26 is input to the storage unit 27, and the actual engagement distance (La) of the engaged element 2 of the car side door 4 obtained is determined based on the received floor discrimination signal 26. It is configured to be memorized for each floor. In this way, by storing the actual engagement distance (La) of the engagement element 2 of the car side door 4 of all the floors of the building or a plurality of specific floors, the maintenance staff will be in charge as described later. It is also possible to efficiently adjust the engagement distance between the joint 3 and the engagement roller 2.

The engagement deviation calculation unit 28 is a preset reference engagement distance (initial specification value: Lset) which is an engagement distance between the engagement element 3 of the car side door 4 and the engagement roller 2 of the landing side door 5. The actual actual engagement deviation amount (ΔLa) is determined by using the actual engagement distance (La) of the engagement element 3 of the car side door 4 which is regarded as the engagement position and stored in the storage unit 27. It is calculated based on the formula of "ΔLa = Lset-La". Here, the engagement deviation amount (ΔLa) causes a slight error due to the operation of the lock mechanism described above, but this error may be reflected in the engagement deviation amount (ΔLa) or may be ignored. Sometimes it's good. In the following, this error will be described as negligible.

Here, the actual engagement deviation amount (ΔLa) can be treated as “close distance information” indicating the degree of proximity between the actual engagement element 3 and the engagement roller 2. The calculated actual engagement deviation amount (ΔLa) is also stored in the storage unit 27 for each floor.

Further, the reference engagement distance (Lset) is a specification value indicating the engagement distance between the engagement element 3 and the engagement roller 2 which is predetermined at the design stage, but the elevator is actually installed in the building. The actual engaging distance La obtained by the ascending / descending operation at the initial stage of installation may be used as the reference engaging distance (Lset). According to this, it is possible to set the reference engagement distance (Lset) in consideration of the actual form of the building.

Then, the engagement deviation amount threshold value (ΔLsh), which is an allowable engagement deviation amount predetermined from the reference engagement distance (Lset) between the engagement element 3 of the car side door 4 and the movable roller 2 of the landing side door 5. And, from the difference of the actual engagement deviation amount (ΔLa) stored in the storage unit 27, the “engagement deviation adjustment amount ΔLajt” required for the adjustment work of the actual engagement distance (La) is “ΔLajt = ΔLa−ΔLsh”. It can be calculated and obtained based on the formula of. The engagement deviation adjustment amount (ΔLajt) required for the adjustment work of the actual engagement distance (La) is also stored in the storage unit 27 for each floor.

FIG. 3 shows the concept of the calculation executed by the above-mentioned engagement deviation calculation unit 28. In FIGS. 3A and 3B, the reference engagement distance (Lset), the engagement deviation amount threshold (ΔLsh), and the actual engagement distance (La) between the engagement element 3 and the engagement roller 2 are shown. The relationship between the actual engagement deviation amount (ΔLa) and the engagement deviation adjustment amount (ΔLajt) is shown. The position of the engager 3 shown by the broken line indicates the case where the actual engagement distance La fluctuates.

As can be seen from (A) of FIG. 3, since the actual engagement deviation amount (ΔLa) of the engagement element 3 of the car side door 4 is within the range of the engagement deviation amount threshold (ΔLsh), the car side door 4 It is not necessary to adjust the engagement distance (La) between the engagement element 3 and the movable roller 2 of the landing side door 5.

On the other hand, in FIG. 3B, since the actual engagement deviation amount (ΔLa) of the engagement element 3 of the car side door 4 deviates from the range of the engagement deviation amount threshold (ΔLsh), the car side door 4 It is necessary to adjust the distance of the engaging distance (La) between the engaging element 3 and the movable roller 2 of the landing side door 5 to be long. Then, the adjustment amount becomes the engagement deviation adjustment amount (ΔLajt).

As described above, the engagement deviation adjustment amount (ΔLajt) for adjusting the actual engagement distance La between the engagement element 3 and the engagement roller 2 based on the actual engagement deviation amount (ΔLa) which is the “close distance information”. Can be asked.

Next, the abnormality determination unit 29 obtains the engagement deviation difference (ΔLa-ΔLsh) from the engagement deviation amount threshold value (ΔLsh) and the actual engagement deviation amount (ΔLa) determined in advance from the reference engagement distance Lset). If it is determined that the engagement deviation difference (ΔLa-ΔLsh) has a difference of a predetermined value or more, the abnormality processing described later is executed.

In addition to the above method, this abnormality determination process may also determine an abnormal change in the actual engagement distance by using a method for grasping the temporal change tendency of the actual engagement deviation amount (ΔLa). can. This method will also be briefly described with reference to FIG.

Here, in the abnormality determination process of the abnormality determination unit 29, the abnormality determination is performed by at least two difference determination thresholds of "first difference determination threshold value" and "second difference determination threshold value", and the abnormality determination is performed by the first difference determination threshold value. Is set to a value larger than the second difference determination threshold.

That is, it is considered that the first difference determination threshold value may be such that the engaging element 3 of the car side door 4 and the engaging roller 2 of the landing side door 5 are too close to each other, and the engaging element 3 and the engaging roller 2 may come into contact with each other. Then, a judgment (= abnormality judgment) for immediately performing the abnormality processing is performed. The first difference determination threshold is described as an "abnormality detection threshold" in FIG.

Further, in the second difference determination threshold value, the engaging element 3 of the car side door 4 and the landing side engaging roller 2 are not close to each other, but there is a possibility that the engaging element 3 and the engaging roller 2 will eventually come into contact with each other in the future. It is considered that there is a (predictor), and a judgment (= adjustment promotion judgment) for prompting the adjustment work is made before the abnormality judgment is made. The second difference determination threshold value is described as a “predictive detection threshold value” in FIG.

When the abnormality determination unit 29 determines "abnormality determination" or "adjustment promotion determination", the abnormality determination unit 29 determines the alarm signal 30 and the engagement deviation adjustment amount (ΔLajt) that requires adjustment work. Information is transmitted to the control panel 10, and further, the control panel 10 issues a report to the control center 32. The functions up to this point are executed by the control panel 10 and the drive control unit 11.

On the other hand, when the control center 32 receives the alarm signal 30 and the information of the engagement deviation adjustment amount (ΔLajt) that requires adjustment work from the abnormality determination unit 29, the floor that requires on-site work instructions and adjustment work by maintenance personnel. Information on the engagement deviation adjustment amount (ΔLajt) for each is transmitted to the work terminal provided by the maintenance staff.

Then, the maintenance staff adjusts the engagement distance between the engaging element 3 of the car side door 4 of the actual elevator and the engaging roller 2 of the landing side door 5 based on the information from the work terminal. In this case, since the adjustment amount of the door to be adjusted has been transmitted in advance to the maintenance staff, the adjustment amount will be adjusted accordingly. It is also possible to directly notify the work terminal 33 of the maintenance staff without issuing the above-mentioned information from the control panel 10 to the control center 32.

As described above, in the door control device according to the present embodiment, the engaging state of the engaging mechanism including the engaging element 3 and the engaging roller 2 can be automatically confirmed, and more preferably, the engaging element 3 and the engaging roller 2 are used. The adjustment amount of the actual engagement distance (La) can also be automatically obtained and transmitted to the control center. Therefore, it becomes easy for the maintenance staff in the field to confirm and adjust the engagement mechanism between the car side door 4 and the landing side door 5, and the time spent for this can be shortened.

Next, using FIGS. 4 and 5, the engagement deviation adjustment amount (ΔLajt) that requires adjustment work is calculated, and the work instruction to the local maintenance personnel and the engagement deviation adjustment amount (ΔLajt) that requires adjustment work are calculated. The control flow until the information of is transmitted to the control center will be explained. It should be noted that this control flow may be executed at predetermined time intervals during the period during which the elevator is operating, or may be executed when the elevator starts operating, when the operation is stopped, or when the inspection work is performed.

When executing at predetermined time intervals, the control flow can be started by using the compare match interrupt of the timer function of the microcomputer built in the drive control unit 11, and when the elevator starts or stops operating, Alternatively, when executing during inspection work, the control flow can be activated by using an external interrupt such as a switch signal.

Hereinafter, the opening operation of the car side door 4 and the landing side door 5 will be described based on FIGS. 4 and 5, but since the closing operation is substantially the same, the description of the closing operation will be omitted here.

<< Step S10 >>
In step S10, the electric motor 19 of the drive unit 12 is driven in response to the door open / close command signal 14, and the car side door 4 and the landing side door 5 are opened. When the opening operation is started, the process proceeds to step S11.

≪Step S11≫
In step S11, the movement distance information is calculated by multiplying the rotation information of the drive shaft of the electric motor 19 by the coefficient K1, and further, the movement distance information is multiplied by the coefficient K2 to calculate the car side door. Calculate the moving distance of 4. Here, the moving distance of the car-side door 4 is substantially equivalent to the moving distance of the engaging element 3 provided on the car-side door. In this step S11, the operation of the functional blocks of the pulse calculation unit 21 and the position calculation unit 22 of FIG. 2 is executed. When the moving distance of the car side door 4 is calculated, the process proceeds to step S12.

≪Step S12≫
In step S12, the moving speed (Va) of the car side door 4 is calculated by differentiating the moving distance information calculated based on the rotation information. Of course, the moving speed (Va) of the car-side door 4 is substantially equivalent to the moving speed of the engaging element 3 provided on the car-side door. In this step S12, the operation of the functional blocks of the pulse calculation unit 21 and the speed calculation unit 23 of FIG. 2 is executed. When the moving speed of the car side door 4 is calculated, the process proceeds to step S13.

≪Step S13≫
In step S13, it is determined whether or not the moving speed (Va) of the car-side door 4 obtained in step S12 is lower than the preset speed threshold value (Vsh). The speed threshold value (Vsh) is set to a speed slower than the speed command value of the speed command calculation unit 15.

This determination is made by determining that the engaging element 3 of the car side door 4 has come into contact with the engaging roller 2 of the landing side door 5, and the engaging element 3 of the car side door 4 engages with the landing side door 5. When it comes into contact with the combined roller 2, the load increases and the moving speed (Va) of the car side door 4 slows down.

In the determination in step S13, it is also possible to detect and determine the amount of change in the moving speed (Va) of the car side door 4. For example, when the speed change amount is detected at predetermined time intervals and the speed change amount becomes small or becomes a negative change amount, the engaging element 3 of the car side door 4 becomes the engaging roller 2 of the landing side door 5. It can be determined that they have come into contact. In this step S13, the operation of the functional block of the engagement position calculation unit 25 of FIG. 2 is executed.

When it is determined in step S13 that the engaging element 3 of the car side door 4 is not in contact with the engaging roller 2 of the landing side door 5, the process returns to step S11 again, and the engaging element 3 is in contact with the engaging roller 2. If it is determined, the process proceeds to step S14.

<< Step S14 >>
In step S14, since it is determined that the engaging element 3 of the car side door 4 has come into contact with the engaging roller 2 of the landing side door 5, the actual moving distance of the car side door 4 at this time is the actual engaging distance ( It is estimated as La), and the actual engagement distance (La) of the car side door 4 is stored as the engagement position. Further, the actual engagement distance (La) of the car side door 4 is stored in the work area of the RAM for the calculation described later.

In this step S14, the operation of the functional block of the engagement position calculation unit 25 of FIG. 2 is executed. When the actual engagement distance La of the car side door 4 is obtained, the process proceeds to step S15.

≪Step S15≫
In step S15, the actual actual engagement deviation amount (ΔLa) is set to “ΔLa” by using the predetermined reference engagement distance (Lset) and the actual engagement distance (La) stored in the work area of the RAM. = Lset-La ”is calculated and stored based on the formula. Further, this actual engagement deviation amount (ΔLa) is also stored in the work area of the RAM for the calculation described later. The reference engagement distance (Lset) is a specification value determined at the design stage, but the actual engagement distance (La) obtained by actually installing the elevator in the building and raising and lowering at the initial stage of installation is used. It may be a reference engagement distance (Lset).

In this step S15, the operation of the functional block of the engagement deviation calculation unit 28 of FIG. 2 is executed. The control steps up to step S20, which will be described later, execute the operation of the functional block of the engagement deviation calculation unit 28 in FIG. When the actual engagement deviation amount (ΔLa) of the car side door 4 is obtained, the process proceeds to step S16.

≪Step S16≫
In step S16, the engagement deviation amount threshold value, which is an allowable engagement deviation amount predetermined from the reference engagement distance (Lset) between the engagement element 3 of the car side door 4 and the movable roller 2 of the landing side door 5. From the "engagement deviation difference" between (ΔLsh) and the actual engagement deviation amount (ΔLa) stored in the work area of the RAM, the engagement deviation adjustment amount (ΔLajt) that requires adjustment work is determined by “ΔLajt = ΔLajt”. Calculated and stored based on the formula "-ΔLsh". Further, this engagement deviation adjustment amount (ΔLajt) is also stored in the work area of the RAM for the calculation described later. When the engagement deviation adjustment amount (ΔLajt) is obtained, the process proceeds to step S17.

≪Step S17≫
In step S17, the floor determination signal is received to specify the current floor. As a result, the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), and the engagement deviation between the engagement element 3 of the car side door 4 of the floor and the engagement roller 3 of the landing side door 5 at the present time. The adjustment amount (ΔLajt) and the like will be specified. When the floor identification is completed, the process proceeds to step S18.

≪Step S18≫
In step S18, the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), the engagement deviation adjustment amount (ΔLajt), etc. are stored in the storage unit in association with the floor specified in step S17. Remember in 27. Therefore, it is possible to search for information such as the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), and the engagement deviation adjustment amount (ΔLajt) for each floor. When the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), the engagement deviation adjustment amount (ΔLajt), and the like are stored in the storage unit 27, the process proceeds to step S19.

≪Step S19≫
In step S19, the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), and the engagement deviation adjustment of the above-mentioned engagement mechanism are performed on all floors or a plurality of preset floors. It is determined whether or not the measurement of the quantity ΔLajt or the like is completed.

In this step S19, the measurement of the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), the engagement deviation adjustment amount (ΔLajt), etc. of the engagement mechanisms of the plurality of floors has not been completed. If it is determined, the process returns to step S10 again and the above-mentioned control step is executed. On the other hand, when it is determined that the measurement of the engagement position (actual engagement distance La), the actual engagement deviation amount (ΔLa), the engagement deviation adjustment amount (ΔLajt), etc. of the engagement mechanisms of the plurality of floors has been completed. The process proceeds to step S20.

≪Step S20≫
Since step S20 is a control step added as a modification of the present embodiment, it is indicated by a broken line. Therefore, if this step S20 is not executed, the engagement deviation adjustment amount (ΔLajt) will be used for each floor in the subsequent control steps.

By the way, in step S20, the engagement deviation adjustment amount (ΔLajtm) that can be uniformly applied to a plurality of floors is calculated. This calculation is obtained by averaging a plurality of engagement deviation adjustment amounts (ΔLajt). Further, the plurality of floors may be "all floors", "even floors", "odd floors", "every predetermined number of floors", or "bottom floor, central floor". You can select a floor such as ", top floor". Therefore, the engagement deviation adjustment amount (ΔLajtm) that can be uniformly applied may be calculated from the plurality of floors selected from these. When step S20 is completed, the process proceeds to step S21.

As described above, since this step S20 is added as a modification, the abnormality determination based on the engagement deviation adjustment amount (ΔLajt) for each floor will be described in the following control step. A description of the case where step S20 is executed will be described later. Further, since the control steps after step S21 are shown in FIG. 5, the following will be described with reference to FIG.

≪Step S21≫
In step S21, the engagement deviation adjustment amount (ΔLajt) required for the adjustment work obtained in step S16 is compared with the abnormality detection threshold value (first difference determination threshold value) for each floor. The larger the engagement deviation adjustment amount (ΔLajt), the shorter the actual engagement distance (La) between the engagement element 3 of the car side door 4 and the engagement roller 2 of the landing side door 5, and the engagement element 3 and the engagement roller 2 become shorter. Indicates that they are in close proximity. Therefore, there is a high possibility that the engaging element 3 and the engaging roller 2 come into contact with each other.

On the other hand, the smaller the engagement deviation adjustment amount (ΔLajt), the longer the actual engagement distance (La) between the engagement element 3 of the car side door 4 and the engagement roller 2 of the landing side door 5, and the engagement element 3 and the engagement roller It shows that 2 is separated. Therefore, the possibility that the engaging element 3 and the engaging roller 2 come into contact with each other is low.

Then, if the engagement deviation adjustment amount (ΔLajt) exceeds the abnormality detection threshold value, the process proceeds to step S22, and if the engagement deviation adjustment amount (ΔLajt) does not exceed the abnormality detection threshold value, the process proceeds to step S23. do.

≪Step S22≫
In step S22, since it is determined in step S21 that the engagement deviation adjustment amount (ΔLajt) exceeds the abnormality detection threshold value, it is considered that the actual engagement deviation amount (ΔLa) is abnormally large, and an abnormality occurs. It is judged. In this way, if it is determined that there is an abnormality, there is a high possibility that the engaging element 3 and the engaging roller 2 will come into contact with each other. Since it is highly reliable, it can be set on the priority inspection floor and a message urging maintenance personnel to confirm sufficient inspection can be sent.

Of course, in this case as well, since the engagement deviation adjustment amount (ΔLajt) is required, if an abnormality is determined, the inspection floor can be prioritized and the adjustment work can be set to be prioritized immediately. If an abnormality is determined, the process proceeds to step S26.

≪Step S23≫
In step S23, the engagement deviation adjustment amount (ΔLajt) required for the adjustment work obtained in step S16 is compared with the sign detection threshold value (second difference determination threshold value). As described above, the larger the engagement deviation adjustment amount (ΔLajt) is, the more the actual engagement distance between the engagement element 3 of the car side door 4 and the landing side engagement roller 2 (La 9 is short, and the engagement element 3 and the engagement roller 2 are short. Therefore, if the engagement deviation adjustment amount (ΔLajt) exceeds the sign detection threshold, the engagement element 3 and the engagement roller 2 may come into contact with each other in the future. It is considered expensive.

On the other hand, the smaller the engagement deviation adjustment amount (ΔLajt), the longer the actual engagement distance (La) between the engagement element 3 of the car side door 4 and the landing side engagement roller 2, and the engagement element 3 and the engagement roller 2 are separated from each other. It shows that you are doing. Therefore, the possibility that the engaging element 3 and the engaging roller 2 come into contact with each other is low.

Then, when the engagement deviation adjustment amount (ΔLajt) exceeds the sign detection threshold value, the process proceeds to step S25, and when the engagement deviation adjustment amount (ΔLajt) does not exceed the abnormality detection threshold value, the process proceeds to step S24. do.

<< Step S24 >>
In step S24, since it is determined in step S23 that the engagement deviation adjustment amount (ΔLajt) does not exceed the sign detection threshold value, it is considered that the actual engagement deviation amount (ΔLa) is within the allowable range. It is judged to be normal. If it is determined to be normal, a message to the effect that it is normal can be sent to the maintenance staff. If it is determined to be normal, the process proceeds to step S26.

≪Step S25≫
In step S25, since it is determined in step S23 that the engagement deviation adjustment amount (ΔLajt) exceeds the sign detection threshold value, it is considered that the actual engagement deviation amount (ΔLa) will increase in the future. Adjustment promotion is judged.

In this case as well, since the engagement deviation adjustment amount (ΔLajt) is required, priority is given when the adjustment promotion determination is made, and the adjustment work is set to be prioritized. In this case, the priority is lower than when the abnormality is judged, and it is not necessary to perform the adjustment work immediately, and a message prompting the maintenance staff to confirm the next inspection so that it will be performed at the next periodic inspection work. Can also be sent. When the adjustment promotion determination is made, the process proceeds to step S26.

≪Step S26≫
In step S26, the results of the abnormality determination in step S22, the normality determination in step S24, and the adjustment promotion determination in step S25 are reported to the control center 32 as a notification signal 30 for each floor to be "normal", "abnormal", and "adjustment promotion". The information is transmitted, and the engagement deviation adjustment amount (ΔLajt) of each floor that requires adjustment work is notified as the engagement adjustment amount 31.

The above is the control flow executed by the drive control unit 11 including the control panel 10. It is also possible to directly notify the work terminal 33 of the maintenance staff without notifying the control center 32 of the above-mentioned information.

Here, when the uniform engagement deviation adjustment amount (ΔLajtm) that can be uniformly applied in step S20 is calculated, in step S21 and step S23, the uniform engagement deviation adjustment amount (ΔLajt) is replaced with the uniform engagement deviation adjustment amount. (ΔLajtm) may be compared and determined. Then, in step S26, a uniform engagement deviation adjustment amount (ΔLajtm) is transmitted as the engagement deviation amount of the plurality of floors. Then, the maintenance staff adjusts the actual engagement distance (La) between the engagement element 3 and the engagement roller 2 on each floor based on this uniform engagement deviation adjustment amount (ΔLajtm).

≪Step S27≫
In step S27, the control step of the control center 32 is shown, and the control center 32 provides information on the alarm signal 30 of step S26, the engagement deviation adjustment amount (ΔLajt), or the uniform engagement deviation adjustment amount (ΔLajtm). Is received, information on the on-site work instruction by the maintenance staff, the engagement deviation adjustment amount (ΔLajt) that requires adjustment work, and the uniform engagement deviation adjustment amount (ΔLajtm) is transmitted to the work terminal provided by the maintenance staff.

Then, based on the information from the work terminal, the maintenance staff performs confirmation work and adjustment work of the engagement distance between the engagement element 3 of the car side door 4 of the actual elevator and the engagement roller 2 of the landing side door 5. It will be.

In the above-mentioned control flow, the abnormality determination operation is performed after opening and closing the car side door 4 and the landing side door on all the selected floors (including all floors), but the car side is performed for each floor. Needless to say, it is also possible to perform the determination operation after opening and closing the door 4 and the landing side door. In this case, as the control steps to be executed for each floor, steps S10 to S18 and steps S21 to S27 may be executed.

Next, a modified example of the control flow shown in FIG. 5 will be described with reference to FIG. In FIG. 6, the time variation of the actual engagement distance (La) is monitored, and the actual engagement distance (La) between the engagement element 3 and the engagement roller 2 is confirmed and adjusted before the abnormality is determined. It makes it possible to do the work.

≪Step S28≫
After the execution of step S19 in FIG. 4, in step S28, it is determined whether or not a predetermined determination time has elapsed from the previous determination time. This determination time is set to a time during which the actual engagement distance (La) between the engagement element 3 and the engagement roller 2 may fluctuate. Therefore, this determination time can be set from the time obtained empirically or the time when the actual engagement distance (La) obtained by the simulation fluctuates, and is a relatively long time. If it is determined in step S28 that the determination time has not passed, the process returns to step S28 again, and if it is determined that the determination time has passed, the process proceeds to step S29.

≪Step S29≫
In step S29, the difference (ΔLajt-1-ΔLajt-2) between the previous engagement deviation adjustment amount (ΔLajt-2) and the previous engagement deviation adjustment amount (ΔLajt-1) obtained at the previous determination time is used. On the other hand, whether or not the difference (ΔLajct-ΔLajt-1) between the previous engagement deviation adjustment amount (ΔLajt-1) and the current engagement deviation adjustment amount (ΔLajtc) obtained at the current determination time is larger. judge.

As described above, in this step S29, it is estimated from the fluctuation tendency of the actual engagement distance (La) between the engagement element 3 and the engagement roller 2 whether the fluctuation tendency is maintained at the present state or the fluctuation tendency is promoted. There is. Therefore, from the estimated state of this fluctuation tendency, the sign can be estimated before the abnormality that the engaging element 3 and the engaging roller 2 come into contact with each other in the future.

In this determination, if it is determined that the difference in the engagement deviation adjustment amount this time is smaller, the process proceeds to step S24, and if it is determined that the difference in the engagement deviation adjustment amount this time is larger, the process proceeds to step S30. do.

<< Step S30 >>
Since it is determined in step S29 that the fluctuation tendency of the actual engagement distance (La) between the engagement element 3 and the engagement roller 2 is promoted, in step S30, the sign is compared with the sign detection difference threshold value. Judging the certainty. Therefore, if it is determined that the difference (ΔLajct-ΔLajt-1) of the engagement deviation adjustment amount this time is smaller than the sign detection difference threshold value, the process proceeds to step S24. On the other hand, if it is determined that the difference (ΔLajct-ΔLajt-1) of the engagement deviation adjustment amount this time is larger than the sign detection difference threshold value, the process proceeds to step S25. Since steps S24 to S27 are the same as the control steps shown in FIG. 5, the description thereof will be omitted.

As described above, in the modified example shown in FIG. 6, the temporal fluctuation of the actual engagement distance (La) is monitored, the sign of the abnormality occurring before the abnormality is determined, and the engagement based on this. It is possible to perform confirmation work and adjustment work of the actual engagement distance (La) between the goblet 3 and the engagement roller 2.

As described above, in the present invention, the movement of the engaging member when the car-side door is opened or closed and the engaging member of the car-side door is engaged with the engaged member of the landing-side door. The actual engagement distance, which is a distance, is obtained, and based on this actual movement distance and a predetermined engagement distance between the engagement member and the engaged member, the proximity of the engagement member and the engaged member is obtained. A close distance indicating the degree is obtained, and if it is determined that the engaging member and the engaged member are closer than a predetermined distance based on this close distance, it is determined to be an abnormal state, and further, it is engaged based on the close distance. The configuration is such that the adjustment amount for adjusting the engagement distance between the mating member and the engaged member is obtained.

According to this, it is automatically determined whether or not the engagement distance between the engaging member of the car side door and the engaged member of the landing side door is within the allowable distance range, and further within the allowable distance range. If it does not fit in the above, the adjustment amount is automatically obtained and notified, so that the time required for the maintenance staff to confirm the engagement distance of the engagement mechanism and the adjustment work can be shortened.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

1 ... Car, 2 ... Engagement roller, 3 ... Engagement element, 4 ... Car side door, 5 ... Landing side door, 10 ... Control panel, 11 ... Drive control unit, 12 ... Drive unit, 13 ... Engagement part adjustment Quantity determination unit, 14 ... door open / close command signal, 15 ... speed command calculation unit, 16 ... speed control calculation unit, 17 ... current control calculation unit, 18 ... voltage conversion unit, 19 ... motor, 20 ... rotation detection unit, 21 ... Pulse calculation unit, 22 ... position calculation unit, 23 ... speed calculation unit, 24 ... current detection unit, 25 ... engagement position calculation unit, 26 ... floor discrimination signal, 27 ... storage unit, 28 ... engagement deviation calculation unit, 29 ... Abnormality determination unit, 30 ... Notification signal, 31 ... Engagement unit adjustment amount, 32 ... Control center, 33 ... Work terminal.

Claims (9)

A car side door that opens and closes the entrance of the elevator car, a landing side door that opens and closes the entrance of each floor, an electric motor that opens and closes the car side door, and the car side door and the landing side door. An engaging member provided on the car-side door that opens and closes the landing-side door in conjunction with the opening and closing operation of the car-side door by driving the opening and closing of the electric motor, and provided on the landing-side door. An elevator door control device having an engagement mechanism composed of an engaged member and a drive control means for controlling the electric motor.
The drive control means
A person who detects the moving speed of the car side door and determines that the car side door and the landing side door are engaged when the moving speed of the detected car side door is smaller than a preset speed threshold value. The condition determination means and
When it is determined by the engagement state determining means that the car side door and the landing side door are engaged, the engaging member provided on the car side door is engaged with the landing side door. An actual engagement distance calculating means for obtaining an actual engagement distance, which is a moving distance of the engaging member when engaged with a member, and
A relationship indicating the degree of proximity between the engaged member and the engaged member based on the actual engaging distance and a predetermined reference engaging distance between the engaged member and the engaged member. A means for calculating the amount of engagement deviation for obtaining the amount of deviation, and
It is provided with an abnormality determining means for determining an abnormal state when it is determined that the engaged member and the engaged member are close to each other by a predetermined distance or more based on the engagement deviation amount .
The abnormality determination means is
The engagement deviation difference, which is the difference between the engagement deviation amount and the engagement deviation amount threshold value which is the allowable engagement deviation amount predetermined based on the reference engagement distance, is set as the first difference determination threshold value and the predetermined difference determination threshold. Compared with the second difference judgment threshold smaller than the first difference judgment threshold,
If the engagement deviation difference is larger than the first difference determination threshold value, it is determined to be an abnormal state.
When the engagement deviation difference is smaller than the first difference determination threshold value and larger than the second difference determination threshold value, it is determined that the actual engagement distance needs to be adjusted.
Elevator door control that is characterized by that. In the elevator door control device according to claim 1,
The drive control means
Further, the elevator door control is provided with an adjustment amount calculating means for obtaining an adjustment amount for adjusting the actual engagement distance between the engagement member and the engaged member based on the engagement deviation amount. Device. In the elevator door control device according to claim 2.
The actual engagement distance calculating means obtains the actual engagement distance from the movement distance of the engagement member until the movement of the engagement member is started and comes into contact with the engaged member.
The engagement deviation amount calculating means obtains the engagement deviation amount by subtracting the actual engagement distance from the reference engagement distance .
The adjustment amount calculating means obtains the engagement deviation difference, which is the difference between the engagement deviation amount and the engagement deviation amount threshold value, as the engagement deviation adjustment amount, which is the adjustment amount.
Elevator door control that is characterized by that. In the elevator door control device according to claim 3.
The reference engagement distance used in the calculation of the engagement deviation amount calculation means is
An elevator characterized in that the engagement distance is predetermined at the design stage, or the actual engagement distance is obtained by actually installing the elevator in a building and raising and lowering the elevator at the initial stage of installation. Door control device . In the elevator door control device according to claim 3 or 4.
The drive control means
At least, the abnormal state determined by the abnormality determination means and the engagement deviation adjustment amount obtained by the adjustment amount calculation means are transmitted to the control center or the work terminal of the maintenance staff.
Elevator door control that is characterized by that. A car side door that opens and closes the entrance of the elevator car, a landing side door that opens and closes the entrance of each floor, an electric motor that opens and closes the car side door, and the car side door and the landing side door. An engaging member provided on the car-side door that opens and closes the landing-side door in conjunction with the opening and closing operation of the car-side door by driving the opening and closing of the electric motor, and provided on the landing-side door. A door control method for an elevator having an engagement mechanism composed of an engaged member and a drive control means for controlling the electric motor.
The drive control means includes a microcomputer, and the microcomputer is
When the moving speed of the car-side door is detected and the detected moving speed of the car-side door is smaller than a preset speed threshold value, it is determined that the car-side door and the landing-side door are engaged.
When it is determined that the car-side door and the landing-side door are engaged, the engaging member provided on the car-side door is engaged with the engaged member provided on the landing-side door. The actual engaging distance, which is the moving distance of the engaging member, is obtained.
A relationship indicating the degree of proximity between the engaged member and the engaged member based on the actual engaging distance and a predetermined reference engaging distance between the engaged member and the engaged member. Find the amount of misalignment,
The engagement deviation difference, which is the difference between the engagement deviation amount and the engagement deviation amount threshold value which is the allowable engagement deviation amount predetermined based on the reference engagement distance, is set as the first difference determination threshold value and the predetermined difference determination threshold. Compared with the second difference judgment threshold smaller than the first difference judgment threshold,
If the engagement deviation difference is larger than the first difference determination threshold value, it is determined to be an abnormal state.
When the engagement deviation difference is smaller than the first difference determination threshold value and larger than the second difference determination threshold value, it is determined that the actual engagement distance needs to be adjusted.
Elevator door control method characterized by that. In the elevator door control method according to claim 6,
The drive control means
An adjustment amount for adjusting the actual engagement distance between the engagement member and the engaged member is obtained based on the engagement deviation amount.
Elevator door control method characterized by that. In the elevator door control method according to claim 7,
The drive control means
The actual engagement distance is obtained from the movement distance of the engagement member until the movement of the engagement member is started and the contact with the engaged member, and the actual engagement distance is subtracted from the reference engagement distance. To obtain the amount of disengagement,
The engagement deviation difference, which is the difference between the engagement deviation amount and the engagement deviation amount threshold value, is obtained as the engagement deviation adjustment amount, which is the adjustment amount.
Elevator door control method characterized by that . In the elevator door control method according to claim 8,
A door control method for an elevator, characterized in that at least the abnormal state and the engagement deviation adjustment amount are transmitted to a control center or a work terminal of a maintenance worker.

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