WO2017145501A1 - Door device for elevator - Google Patents
Door device for elevator Download PDFInfo
- Publication number
- WO2017145501A1 WO2017145501A1 PCT/JP2016/087442 JP2016087442W WO2017145501A1 WO 2017145501 A1 WO2017145501 A1 WO 2017145501A1 JP 2016087442 W JP2016087442 W JP 2016087442W WO 2017145501 A1 WO2017145501 A1 WO 2017145501A1
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- WO
- WIPO (PCT)
- Prior art keywords
- door
- car
- landing
- engagement
- car door
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
- B66B13/02—Door or gate operation
- B66B13/12—Arrangements for effecting simultaneous opening or closing of cage and landing doors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
- B66B13/02—Door or gate operation
- B66B13/14—Control systems or devices
Definitions
- the present invention relates to a door device that opens and closes an elevator door panel, and more particularly to an elevator door device having a configuration for smoothly operating a landing door.
- the car-engaging vane grips the belt that transmits the driving force of the motor, and when the car door is driven, the other car-engaging vane moves in conjunction with the amount of movement of one car-engaging vane.
- a conventional technique for holding and opening and closing see, for example, Patent Document 1).
- the prior art has the following problems.
- the motor as a drive source is attached only to the car door side, and the landing door is connected to the car door by an engagement device, thereby driving the car door and the landing door. Open and close the door.
- the engagement device is composed of a car-side car-engaging vane and a landing-side landing roller, and an engagement gap and an engagement gap so that the two parts do not come into contact with each other when the elevator car is raised or lowered.
- a gap that is referred to is provided. This engagement gap is periodically checked during installation and maintenance so as to be maintained within proper specifications.
- the motor when the door is opened after the car is landed, the motor generates a driving force, and after driving the car door, the car door and the landing door are connected via the engaging device.
- the car engagement vanes on the car side may not be in a state of completely gripping and pinching the landing roller, and there may be a gap.
- Patent Document 1 has a structure in which when one car engaging vane moves when the car door is opened, the other car engaging vane is operated according to the amount of movement. By having such a structure, when the predetermined amount of movement is reached, a configuration in which the landing roller is completely gripped by both the car engagement vanes is realized.
- the value of the engagement gap varies from elevator to elevator and from floor to floor. For this reason, the predetermined movement amount must be assumed to be the maximum value of the expected engagement gap. Therefore, when the car door and the landing door are connected, only one car engaging vane is in contact with the landing roller, and there is a gap between the other car engaging vane and the landing roller. There is a problem that the operations are not always integrated.
- the present invention has been made to solve the above-described problems, and an object of the present invention is to provide an elevator door device capable of smoothly operating a landing door even when a disturbance is applied to the landing door.
- An elevator door device includes a door panel including a car door panel that opens and closes an entrance and a landing door panel, a motor that outputs driving force for opening and closing the door panel, and an elevator car landing on a landing floor.
- An elevator door device including an engagement mechanism unit that engages the car door panel and the landing door panel when the car door panel and the landing door panel are interlocked to perform an opening and closing operation in a state in which the engagement door is engaged.
- the car door panel and the landing door panel are connected in synchronization with the timing when the car door panel and the landing door panel are brought into contact with each other when the door panel is opened and closed in the landing state. In all opening and closing positions where the door panel opens and closes by the driving force generated in the door closing direction, it is connected It is intended to maintain.
- the operation of the car door and the landing door is integrated in the door opening and closing after the car is landed, and the connection between the car door and the landing door is always maintained at all the door opening and closing positions.
- FIG. 1 is an overall schematic diagram showing an elevator car door drive device according to Embodiment 1 of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
- FIG. 1 is an overall schematic diagram illustrating an elevator landing door drive device according to a first embodiment of the present invention. It is a schematic diagram of the engagement gap by Embodiment 1 of this invention. It is a block diagram of the door apparatus before the door opening start by Embodiment 1 of this invention. It is a block diagram of the door apparatus just before the door opening engagement by Embodiment 1 of this invention. It is a block diagram of the door apparatus at the time of door opening engagement by Embodiment 1 of this invention.
- Embodiment 1 of this invention It is a figure for demonstrating the smoothness degree of the door opening operation
- FIG. 1 is an overall schematic diagram showing an elevator car door drive apparatus according to Embodiment 1 of the present invention.
- a hanging hand 2 is provided at the upper end of the car-side door panel 1 that opens and closes the doorway.
- a girder 3 On the upper edge of the entrance / exit, there is provided a girder 3 whose longitudinal direction is arranged in the horizontal direction.
- the door panel 1 is comprised by the two door panels 1A and 1B is illustrated.
- the girder 3 is provided with a guide rail 4 arranged in the longitudinal horizontal direction, and the hanger roller 5 provided on the hanger 2 moves along the rail 4 so that the hanger 2 moves horizontally, that is, a door panel. Guide 1 open / close movement. Similarly, an up thrust roller 11 provided on the suspension 2 is attached below the rail 4 to prevent the hanger roller 5 from falling off the rail 4.
- pulleys 6A and 6B are pivoted apart from each other, and an endless belt 7 is stretched around the pulleys 6A and 6B.
- One end of the belt grip 8 is connected to the belt 7 and the other end is connected to the car engagement vane 12, and the motor 9 drives the pulley 6A.
- the belt 7 is a conductive belt, and generally a toothed belt or a V-belt is used.
- the car engagement vane 12 is connected to the door panel 1A by a mechanism described later, and the driving force is transmitted to the other door panel 1B via an interlocking rope or a belt.
- the door panels 1A and 1B by operating the door panels 1A and 1B in the same direction, the door is opened and closed by the urging of the motor 9.
- the configuration shown in FIG. 1 is a single-open door mechanism, but in a double-open door, the door panel 1A to which the driving force from the car engagement vane 12 is transmitted and the other door panel 1B are connected to an interlocking rope or belt.
- the doorway may be opened and closed by operating in opposite directions.
- the magnitude of the speed of the door panel 1B is half that of the door panel 1A. In the case of the double door, although the direction is different, the magnitude of the speed is equal between the door panels 1A and 1B. It becomes.
- the motor 9 when the elevator car is landed and the floor heights of the car door and the landing door are approximately the same, if the motor 9 is energized, the car engagement vane 12 and the landing roller 13 are brought into contact with and engaged with each other. Thus, the driving force of the car door can be transmitted to the landing door.
- the landing roller 13 is illustrated in FIG. 2 described later.
- FIG. 2 is an overall schematic diagram showing the elevator landing door drive apparatus according to Embodiment 1 of the present invention.
- a suspension 15 is provided at the upper end of the door panel 14 on the landing side that opens and closes the doorway shown in FIG.
- a girder 16 At the upper edge of the entrance / exit, there is provided a girder 16 whose length is arranged in the horizontal direction.
- the girder 16 is provided with a landing door guide rail 17 so as to be arranged in the longitudinal horizontal direction. Further, the hanger roller 18 provided on the hanger 15 moves along the rail 17 to guide the horizontal movement of the hanger 15, that is, the opening / closing movement of the door panel 14.
- an up thrust roller 19 provided on the suspension 15 is attached below the rail 17 to prevent the hanger roller 18 from falling off the rail 17.
- Pulleys 20A and 29B are pivotally attached to the spar 16 apart from each other, and an interlocking rope 21 is stretched around both pulleys 20A and 20B.
- the suspension of the door panel 14A is connected to the interlocking rope 21.
- the interlocking rope 21 may be a belt other than the rope.
- the driving force is transmitted to the other door panel 14B and the door panel 14A via another interlocking rope or belt different from the interlocking rope 21.
- the door panels 14A and 14B operate in the same direction. Become.
- FIG. 2 The configuration shown in FIG. 2 is a one-sided door mechanism, but in a double door, the door panel 14A and the other door panel 14B are moved in opposite directions via the interlocking rope 21 to open and close the doorway. do it.
- the driving force of the motor 9 acting on the landing roller 13 is transmitted to the door panels 14A and 14B, so that the landing door 14 can be opened and closed by the urging of the motor 9.
- the landing door 14 is provided with a door closing force generating mechanism using a weight or a spring (not shown) so that the landing door 14 is automatically fully closed even when the landing door 14 is opened when the car is not landing. In addition, a mechanical external force is applied.
- the car door 1 is also mechanically closed so that the infant does not open the car door 1 and fall into the hoistway.
- a force generation mechanism is provided. Then, a mechanical door opening force generation mechanism is attached to the car door 1 so that the motor door does not have a driving force when fully opened, or the car door 1 can be kept fully open only with a small driving force.
- FIG. 3 is a schematic diagram of the engagement gap according to the first embodiment of the present invention. Since the elevator car moves up and down in a hoistway (not shown), the car engaging vanes 12 attached to the car door panel 1 shown in FIG. 3 move in the hoistway. On the other hand, the landing roller 13 protrudes into the hoistway. Therefore, when the elevator car ascends and descends, if it comes into contact with the car-side equipment, in particular, the car engagement vane 12, both of them are damaged.
- the engagement gap 22 that is the distance between the car engagement vane 12 and the landing roller 13 is kept constant. It is necessary to adjust the mechanical system. If the engagement gap 22 is short, there is a demerit that there is a high possibility that the device will be damaged when a setting error at the time of installation, a shape change due to secular change, a deformation of the car door or the landing door, or the like occurs.
- the specifications of the engagement gap 22 are determined by the size of the distance and the allowable accuracy range considering the variation in each floor. However, the smaller the allowable accuracy is, the higher is the difficulty of installation work for adjusting the engagement gap 22 between the car door 1 and the landing floor.
- the car engagement vane 12 is separated by the distance between the landing roller 13 and the engagement gap 22.
- the car engagement vane 12 is driven in the door opening direction, and when the car engagement vane 12 moves the distance corresponding to the engagement gap in the door opening direction, the landing It contacts the roller 13 of the door 14 (FIG. 3B).
- the car engagement vanes 12 grip the car door 1, whereby the car door 1 and the landing door 14 are connected.
- the landing roller 13 is connected to a plurality of cars.
- the combined vanes 12 are completely sandwiched and driven in an integrated state.
- the car engaging vanes 12 may be of a system in which a driving force is transmitted by a plurality of rollers sandwiching the car engaging vanes 12 in addition to a system in which the rollers 13 of the landing door 14 are sandwiched by a plurality of vanes.
- the distance between the car engagement vanes is fixed when fully closed, but the distance may vary with the opening / closing operation.
- the engagement gap 22 in FIG. 3 indicates the distance between the fully closed car engaging vane 12 and the landing roller 13, but it may be the distance between the fully open car engaging vane 12 and the landing roller 13. In the following, the distance between the fully closed car engagement vane 12 and the landing roller 13 will be described as an engagement gap 22.
- FIG. 4 is a configuration diagram of the door device before the door opening start according to the first embodiment of the present invention.
- the door motor 9 In the fully closed state before the door opening starts after the car has landed, the door motor 9 generates a driving force in the door closing force direction in order to counter the door opening force caused by car opening of the passengers in the car and the car vibration at the time of raising and lowering. .
- the driving force is transmitted to the car engagement vane 12A through the belt grip 8.
- the car engaging vane 12A generates a driving force in the door closing direction on the car door panel 1 by contacting the car engaging vane stopper 23A installed on the car door panel 1A.
- the car engagement vane stopper 23A may be an elastic body such as rubber or a rigid body such as a bolt.
- the mechanical door closing force acts in the vicinity of the car door panel fully closed in accordance with the electric door closing force due to the driving force of the motor 9, so that the sum of the electric door closing force and the mechanical door closing force is obtained. This is a resistance against the door opening force described above.
- the door motor 9 When a door opening command is issued from the door control device 10, the door motor 9 generates a driving force in the door opening direction.
- the door motor 9 transmits the driving force in the door opening direction to the car engagement vane 12 ⁇ / b> A via the belt 7 and the belt grip 8.
- the car engagement vanes 12A operate along the slide guide 24 for smoothly operating in the door opening / closing direction, and the operation direction is restricted in the door opening direction or the door closing direction.
- driving force in the door opening direction is urged by the door motor 9
- only the car engaging vane 12A is driven until the contact detecting unit 25 attached to the car engaging vane 12A contacts the roller 13, and the car door panel. 1 does not work.
- a stopper portion 27 is provided at one end of the interlocking portion 26 that interlocks with the contact detection portion 25. Then, the car engaging vane 12B is fixed relative to the car engaging vane 12A by the stopper portion 27, and the distance between the car engaging vane 12A and the car engaging vane 12B does not change and is constant. Spacing is maintained.
- FIG. 5 is a configuration diagram of the door device immediately before the door opening engagement according to Embodiment 1 of the present invention.
- the contact detection unit 25 attached to the car engagement vane 12A detects the contact between the two.
- the contact detection unit 25 may be a mechanical or electrical switch or sensor, and may be detected from an electrical signal of the motor 9. 4 and 5 and FIG. 6 described later show examples of mechanical switches.
- the interlocking unit 26 rotates around the junction with the car engagement vane 12 ⁇ / b> A as a central axis according to the movement amount of the contact detection unit 25. And according to this rotation operation, the interlocking part 26 rotates, and the stopper part 27 provided at one end of the interlocking part 26 moves. And the stopper part 27 remove
- FIG. 6 is a configuration diagram of the door device at the time of door opening engagement according to Embodiment 1 of the present invention.
- the car engaging vane 12B from which the stopper portion 27 is removed and the other car engaging vane 12A receive a force in the direction of gripping the landing roller 13 by the gripping force spring 28. With this force, the car engagement vane 12B moves in the direction of the car engagement vane 12A, and the landing roller 13 can be sandwiched.
- the car door 1 and the car engagement vane 12A are fixed in accordance with the operation of the interlocking part 26 that is interlocked with the contact detection part 25, so that the car door 1 and the landing door 14 are connected and at the same time the car is engaged.
- the vane 12A and the car engaging vane 12B completely sandwich the landing roller 13.
- the operations of the car door 1 and the landing door 14 can be integrated. 4 to 6, the contact detection unit 25, the interlocking unit 26, the stopper unit 27, and the gripping force spring 28 are connected to maintain the connection state of the car door 1 and the landing door 14 during the opening / closing operation. It corresponds to a holding mechanism.
- the end portions of the slide guide 24 are provided with car engagement vane stoppers 23A and 23B, but they are not necessarily end portions, and may be installed on the car door panel 1A. Further, the car engagement vane stopper 23B is always installed on the door opening side with respect to the contact portion between the landing roller 13 and the car engagement vane 12A.
- the landing roller 13 When the car is not landing on the landing floor and the opening / closing command is transmitted to the door motor 9, the landing roller 13 does not exist at a position where it comes into contact with the contact detection unit 25. Accordingly, in this state, the car engaging vane 12A contacts the car engaging vane stopper 23A, whereby the car engaging vane 12A and the car door panel 1A are connected, and only the car door can be opened and closed.
- FIG. 7 is a diagram for explaining the smoothness of the door opening operation of the car door 1 and the landing door 14 according to the first embodiment of the present invention.
- the landing door 14 is always connected to the car door 1.
- a smooth operation can be realized.
- the control device 10 generally performs speed control or position control of the elevator door so that the rotational speed of the motor 9 follows the target opening / closing speed command. For example, when the speed control is performed, the control device 10 corrects the current command value of the motor 9 based on the speed error between the actual speed of the motor 9 and the opening / closing speed command value.
- FIG. 8 is a diagram for explaining the smoothness of the door opening operation of the car door 1 and the landing door 14 according to the conventional configuration.
- the conventional configuration for example, there is a gap between the car engagement vane 12B and the landing roller 13 when the door is opened.
- the contact between the car engagement vane 12A and the landing roller 13 is lost, and the landing door 14 can move by the gap.
- the landing door 14 loses connection with the car door 1 and the transmission force of the motor 9 is not transmitted to the landing door 14.
- the roller 13 of the landing door 14 repeatedly collides with the car engagement vane 12 and generates a flutter while generating noise, thereby increasing vibration and impairing comfort.
- the operation of the car door and the landing door is integrated in the door opening / closing after the landing of the car, and the connected state of the car door and the landing door is always maintained at all the door opening / closing positions. It is equipped with the structure. As a result, even when a disturbance such as a door stop of a passenger acts on the landing door, the operation of the car door and the landing door can always be matched, and the landing door can be operated smoothly.
- the car door and the landing door can be instantly and reliably connected when the contact is started. For this reason, the reliability of the connected state holding operation synchronized with the engaging operation can be improved.
- the engagement gap can be set large by adopting a configuration in which the contact between the car door engagement vane and the landing door roller is detected by the rotation operation of the contact detection unit. As a result, the maintenance load can be reduced.
- Embodiment 2 a configuration for maintaining the connected state of the car door 1 and the landing door 14 with a mechanism different from that of the first embodiment will be described.
- FIG. 9 is a configuration diagram of the door device before the opening of the door according to the second embodiment of the present invention.
- the door motor 9 When a door opening command is issued from the door control device 10, the door motor 9 generates a driving force in the door opening direction.
- the door motor 9 transmits the driving force in the door opening direction to the car engagement vane 12 ⁇ / b> A via the belt 7 and the belt grip 8.
- the car engagement vane 12A operates along a slide guide 24 for smoothly operating in the door opening / closing direction, and the operation direction is restricted in the door opening direction or door closing direction.
- the door motor 9 is energized in the door opening direction, only the car engagement vane 12A is driven until the contact detector 25 attached to the car engagement vane 12A contacts the roller 13, and the car door panel. 1 does not work.
- a cam portion 29 is attached to the contact detection portion 25.
- the cam portion 29 is fixed in contact with the interlocking portion 30 provided with the stopper portion 27 at one end. Therefore, in this state, the interval between the car engaging vane 12A and the car engaging vane 12B does not change, and a constant interval is maintained.
- FIG. 10 is a configuration diagram of the door device immediately before the door opening engagement according to the second embodiment of the present invention.
- the contact detection unit 25 attached to the car engagement vane 12A detects the contact between the two.
- the contact detection unit 25 may be a mechanical or electrical switch or sensor.
- FIG. 9 and FIG. 10 which are electrical signals of the motor 9, and FIG. Is shown.
- the contact detector 25 When the contact detector 25 comes into contact with the landing roller 13, the contact detector 25 slides in the horizontal direction. And according to the movement amount of the contact detection part 25, the cam part 29 attached to the contact detection part 25 slides similarly.
- the cam portion 29 is provided with an inclination, and the interlocking portion 30 moves in the vertical direction along the inclination.
- the moving direction of the interlocking portion 30 is regulated by the interlocking portion guide 31.
- the interlocking portion guide 31 is attached and fixed to the car engagement vane 12A.
- the stopper portion 27 provided at one end of the interlocking portion 30 moves in the vertical direction along with the movement of the interlocking portion 30, and the contact with the car engagement vane 12B is released.
- FIG. 11 is a configuration diagram of a door device at the time of door opening engagement according to Embodiment 2 of the present invention.
- the car engaging vane 12B from which the stopper portion 27 is removed and the other car engaging vane 12A receive a force in the direction of gripping the landing roller 13 by the gripping force spring 28. With this force, the car engagement vane 12B moves in the direction of the car engagement vane 12A, and the landing roller 13 can be sandwiched.
- the car door 1 and the car engagement vane 12A are fixed in accordance with the operation of the interlocking part 39 that is interlocked with the contact detection part 25, so that the car door 1 and the landing door 14 are connected and at the same time the car is engaged.
- the vane 12A and the car engaging vane 12B completely sandwich the landing roller 13.
- the operations of the car door 1 and the landing door 14 can be integrated.
- the contact detection unit 25, the stopper unit 27, the gripping force spring 28, the cam unit 29, the interlocking unit 30, and the interlocking unit guide 31 are connected to the car door 1 and the landing door 14 during the opening / closing operation. This corresponds to a connected state holding mechanism for maintaining the connected state.
- the landing door 14 is always connected to the car door 1.
- a smooth operation can be realized.
- a configuration capable of maintaining the connected state of the car door and the landing door is realized by a configuration different from that of the first embodiment. The same effect as in the first embodiment can be obtained.
- Embodiment 3 FIG. In the first and second embodiments, specific examples in which the contact detection unit 25 is configured by a mechanical switch have been described. On the other hand, in this Embodiment 3, the control method in case the contact detection part 25 is comprised with an electromechanical switch or a sensor is demonstrated to a specific example.
- the door control device 10 can know the start timing of door opening / closing by receiving a detection signal from the contact detection unit 25.
- FIG. 12 is a control block diagram of the door control device 10 according to the third embodiment of the present invention.
- the contact detection unit 25 detects the contact timing of the car engagement vane 12A and the landing roller 13 with an electrical switch or a sensor.
- the detection result is input to a speed command unit 32 that generates a door opening / closing speed command.
- the speed command unit 32 generates a door opening / closing speed command value (hereinafter simply referred to as a speed command value). Specifically, the speed command unit 32 is a speed command value based on a speed pattern set in advance based on a time from the start of opening / closing of the door panel or a motor rotation position, or a speed command value calculated sequentially. Is output.
- the speed command unit 32 generates the acceleration / deceleration speed command for opening / closing the door based on the contact timing detected by the contact detection unit 25, thereby reducing the door opening / closing distance by smooth acceleration and deceleration. It can be opened and closed in the time.
- the speed control unit 33 corrects the speed error between the actual motor speed V and the speed command value V *, and outputs a current command value Iq *. That is, the speed control unit 33 receives the difference between the speed command value V, which is the output of the speed command unit 32, and the actual speed V of the motor 9 obtained by the speed calculation unit 38 described later.
- the speed command unit 32 outputs a speed command value V * that is a target of the door opening / closing operation.
- a speed command value V * that is a target of the door opening / closing operation.
- disturbances such as running resistance such as clogging of dust, friction loss due to deformation of the door panel, and contact with an object being driven occur. For this reason, it is necessary to correct the speed error between the speed command value V * and the actual speed V by the speed control unit 33.
- the speed controller 33 receives the difference between the actual speed V and the speed command value V * as an input, and sets the current command value so that the actual speed V follows the target speed command value V * at regular time intervals. Control I *.
- K sp is a proportional gain
- K si is an integral gain
- s is a Laplace operator.
- the current control unit 34 controls the current value supplied to the motor 9 based on the current command value Iq * output from the speed control unit 33. At this time, the current control unit 34 feeds back a current value detected by the current detector 35 provided between the current control unit 34 and the motor 9 to control the current value supplied to the motor 9.
- the current command value output from the current control unit 34 is input to the motor 9 via the PWM inverter 36.
- the motor 9 generates a driving force for opening and closing the door panels 1A, 1B, 14A, and 14B according to the output of the PWM inverter 36.
- the sensor 37 is a rotation detection unit that is provided in the motor 9 and detects the rotation of the motor 9, and outputs the rotation position of the motor 9.
- FIG. 12 illustrates a case where the rotation position is detected using a sensor configured by an encoder or a resolver as the rotation detection unit.
- the motor rotational position or rotational speed may be estimated using the current value detected by the current detector 35.
- the speed calculation unit 38 calculates the rotational speed V of the motor 9 by sampling the rotational position input from the sensor 37 at regular intervals, and feeds it back to the speed control unit 33.
- the contact detection unit is configured by an electrical switch or a sensor instead of the mechanical switch, the same effect as in the first and second embodiments is achieved. Can be obtained.
- the operation of both can be integrated instantaneously when the connection between the car door and the landing door is started. As a result, an effect of shortening the door opening / closing time can be obtained.
- Embodiment 4 FIG. In the first to third embodiments, the case where the contact detection unit 25 is configured by a mechanical or electrical switch or sensor has been described. On the other hand, this Embodiment 4 demonstrates concretely the detection method comprised using the electrical signal of the motor 9 essential for door opening and closing, without using these additional apparatuses.
- the landing roller 13 includes the landing door 14, All the masses that affect the opening and closing of the landing door such as the landing door suspension 15 and the interlocking rope 21 are fixed.
- the mass affecting the opening / closing of the landing door is generally dominated by the mass of the landing door 14 depending on the width / height of the entrance / exit. Further, the landing door is required to have high rigidity so that the user does not come into contact with the closed landing door and fall into the hoistway when the elevator car has not arrived. For this reason, the mass affecting the opening and closing of the landing door is several tens of kg or more.
- the mass driven by the motor 9 before the car-engaging vane 12 and the landing roller 13 come into contact is mainly dominated by the car-engaging vane 12. It becomes. That is, before and after the car-engaging vane 12 and the landing roller 13 come into contact with each other, a large fluctuation occurs in the motor shaft equivalent inertia value of the motor 9, that is, the mass corresponding to the driving load.
- FIG. 13 is a diagram for explaining a contact detection method based on the electric signal waveform of the motor 9 when the door is opened according to the fourth embodiment of the present invention. Specifically, the upper part shows the time change of the motor speed with respect to the speed command and the actual speed, the middle part shows the time change of the speed error between the speed command and the actual speed, and the lower part shows the torque of the motor 9. The time change of is shown.
- the door motor 9 When a door opening command is issued from the door control device 10, the door motor 9 generates a driving force in the door opening direction at time t0. Then, after driving the belt 7, the belt grip 8, and the car engaging vane 12, the car engaging vane 12 and the landing roller 13 come into contact at time t1.
- time t1 After time t1, it is connected to the mass that affects the opening and closing of the landing door via the landing roller 13, and the door is opened.
- the landing roller 13 comes into contact with the mass that affects the opening and closing of the car door, the door is opened with the total mass of the car door and the landing door.
- the mass affecting the opening and closing of the car door is the same as that of the landing door, and the door panel material may be different between the car door and the landing door, or the entrance width and height may be different. In any case, however, the mass corresponding to the driving load of the motor 9 greatly fluctuates before and after the car engagement vanes 12 and the landing rollers 13 come into contact with each other.
- the actual speed V of the motor 9 is monitored, or the torque calculated from the current command value Iq * of the motor 9 is monitored. There is a technique to do.
- the method of monitoring the actual speed V of the motor 9 can be easily realized by monitoring the speed error between the actual speed V and the speed command value V * as shown in the middle diagram of FIG.
- the proportional gain Ksp and integral gain Ksi of the speed control unit 33 are designed based on the inertia value mainly assuming the load mass of the car engagement vane 12 at the time t0, the speed command value V at the time t1.
- the speed error which is the difference between the actual speed V and *, increases.
- the timing at which the speed error exceeds a certain threshold or a variable threshold based on the door mass is the time when the car engagement vane 12 and the landing roller 13 are in contact, and the contact can be detected from this timing.
- the method of monitoring the torque calculated from the current command value Iq * of the motor 9 is such that, as shown in the lower diagram of FIG. 13, the torque value after time t0 is small, and the landing roller 13 is contacted at time t1. Thereafter, in order to drive the door, it is only necessary to capture the characteristic that the torque value increases. Therefore, the contact can be detected by assuming that the case where the torque value exceeds a certain threshold value or a variable threshold value based on the door mass is the time when the engagement vane 12 and the landing roller 13 contact each other.
- the current command value Iq * that is, the torque increases sharply. From this, the contact may be detected when the time differential value of the torque exceeds a certain threshold value.
- the use of the electrical signal of the motor 9 means that the control device 10 that controls the motor 9 using the electrical signal determines contact detection. Therefore, if the interlocking unit 26 is a rotary motor, the rotary motor may be driven in response to a contact detection signal from the control device 10 by wire or wirelessly.
- the cam unit 29 is a motor that slides in the horizontal direction, this motor may be driven in accordance with a contact detection signal from the control device 10 by wire or wirelessly.
- the contact detection unit 25 may be configured by a mechanical or electrical switch or sensor, and an electrical signal from the motor 9 may also be used to detect contact.
- the torque is calculated from the current command value Iq *. However, it is assumed that the current value detected by the current detector 35 follows the current command value Iq *. For this reason, the torque may be calculated from the current value detected by the current detector 35.
- the fourth embodiment even when contact detection is performed based on the electric signal of the motor, the same effect as in the third embodiment can be obtained.
- the configuration of the device can be minimized. As a result, the space limited to the elevator car and the landing can be used effectively.
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- Automation & Control Theory (AREA)
- Elevator Door Apparatuses (AREA)
Abstract
The present invention is provided with: door panels which include a cage door panel and a boarding-floor door panel for opening/closing the entrance; a motor which outputs driving force; and an engagement mechanism portion which causes the cage door panel and the boarding-floor door panel to be engaged with each other when an operation of opening/closing both door panels in an interlocked manner is to be performed at the time of landing, wherein the engagement mechanism portion brings, at the time of an operation of opening/closing the door panels at the time of landing, the cage door panel and the boarding-floor door panel into a connected state in synchronization with a timing when the cage door panel and the boarding-floor door panel are engaged and come into contact with each other, and maintains the connected state at all opening/closing positions.
Description
本発明は、エレベータのドアパネルを開閉するドア装置に関し、特に、乗場ドアを滑らかに動作させる構成を備えたエレベータのドア装置に関するものである。
The present invention relates to a door device that opens and closes an elevator door panel, and more particularly to an elevator door device having a configuration for smoothly operating a landing door.
モータの駆動力を伝達するベルトをかご係合ベーンが掴み、かごドア駆動時に片方のかご係合ベーンの移動量に連動して、もう一方のかご係合ベーンが移動し、乗場ドアのローラを把持して開閉する従来技術がある(例えば、特許文献1参照)。
The car-engaging vane grips the belt that transmits the driving force of the motor, and when the car door is driven, the other car-engaging vane moves in conjunction with the amount of movement of one car-engaging vane. There is a conventional technique for holding and opening and closing (see, for example, Patent Document 1).
しかしながら、従来技術には、以下のような課題がある。
エレベータのドアでは、コストの観点から、駆動源となるモータは、かごドア側のみに取り付けられ、乗場ドアは、係合装置によってかごドアと連結されることで、かごドアおよび乗場ドアを駆動し、ドアを開閉する。 However, the prior art has the following problems.
In the elevator door, from the viewpoint of cost, the motor as a drive source is attached only to the car door side, and the landing door is connected to the car door by an engagement device, thereby driving the car door and the landing door. Open and close the door.
エレベータのドアでは、コストの観点から、駆動源となるモータは、かごドア側のみに取り付けられ、乗場ドアは、係合装置によってかごドアと連結されることで、かごドアおよび乗場ドアを駆動し、ドアを開閉する。 However, the prior art has the following problems.
In the elevator door, from the viewpoint of cost, the motor as a drive source is attached only to the car door side, and the landing door is connected to the car door by an engagement device, thereby driving the car door and the landing door. Open and close the door.
係合装置は、かご側のかご係合ベーンと、乗場側の乗場ローラとで構成され、エレベータかご昇降時に両者が接触してしまうことで機器が損傷することがないように、係合ギャップと呼称される隙間が設けられる。この係合ギャップは、適正な仕様内で維持されるよう、据付時・保守時に定期的にチェックされる。
The engagement device is composed of a car-side car-engaging vane and a landing-side landing roller, and an engagement gap and an engagement gap so that the two parts do not come into contact with each other when the elevator car is raised or lowered. A gap that is referred to is provided. This engagement gap is periodically checked during installation and maintenance so as to be maintained within proper specifications.
そして、かご着床後の戸開時において、モータが駆動力を発生し、かごドアを駆動した後に、かごドアと乗り場ドアが係合装置を介して連結される。ただし、かご側のかご係合ベーンが乗場ローラを完全に把持し挟み込む状態とはならずに、隙間がある場合がある。
And, when the door is opened after the car is landed, the motor generates a driving force, and after driving the car door, the car door and the landing door are connected via the engaging device. However, the car engagement vanes on the car side may not be in a state of completely gripping and pinching the landing roller, and there may be a gap.
この場合には、乗客や台車の戸当たりによる衝撃が乗場ドアに付加されると、隙間分だけ乗場ドアが移動してしまう。この結果、かごドアと乗場ドアの動作が一致せずにバタつきが生じるという問題がある。ドアは、一般的に数十キロ以上の質量をもつため、バタつきが生じると、騒音も発生する。
In this case, if an impact caused by a door stop of a passenger or a trolley is applied to the landing door, the landing door moves by the gap. As a result, there is a problem that the operation of the car door and the landing door do not coincide with each other and fluttering occurs. Since the door generally has a mass of several tens of kilometres or more, noise occurs when the flap occurs.
特許文献1は、かごドア戸開時に、片方のかご係合ベーンが移動する際に、その移動量に応じて、もう一方のかご係合ベーンを動作させる構造を有している。このような構造を有することで、既定の移動量に到達すれば、両方のかご係合ベーンで乗場ローラを完全に把持する構成を実現している。
Patent Document 1 has a structure in which when one car engaging vane moves when the car door is opened, the other car engaging vane is operated according to the amount of movement. By having such a structure, when the predetermined amount of movement is reached, a configuration in which the landing roller is completely gripped by both the car engagement vanes is realized.
しかしながら、係合ギャップの値は、エレベータ毎や階床毎に異なる。このため、既定の移動量は、予想される係合ギャップの最大値と想定せざるを得ない。そのため、かごドアと乗場ドアが連結した時点で、片方のかご係合ベーンが乗場ローラと接しているのみで、もう一方のかご係合ベーンと乗場ローラには隙間があり、かごドアと乗場ドアの動作が一体化しているとは限らないという問題がある。
However, the value of the engagement gap varies from elevator to elevator and from floor to floor. For this reason, the predetermined movement amount must be assumed to be the maximum value of the expected engagement gap. Therefore, when the car door and the landing door are connected, only one car engaging vane is in contact with the landing roller, and there is a gap between the other car engaging vane and the landing roller. There is a problem that the operations are not always integrated.
本発明は、前記のような課題を解決するためになされたものであり、乗場ドアに外乱が作用した場合にも、乗場ドアを滑らかに動作させることのできるエレベータのドア装置を得ることを目的とする。
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an elevator door device capable of smoothly operating a landing door even when a disturbance is applied to the landing door. And
本発明に係るエレベータのドア装置は、出入り口を開閉するかごドアパネルおよび乗場ドアパネルで構成されるドアパネルと、ドアパネルを開閉駆動するための駆動力を出力するモータと、エレベータのかごが乗場階に着床した状態でかごドアパネルと乗場ドアパネルとを連動させて開閉動作を行う際に、かごドアパネルと乗場ドアパネルとを係合させる係合機構部とを備えるエレベータのドア装置であって、係合機構部は、着床した状態でドアパネルを開閉動作させる際にかごドアパネルと乗場ドアパネルとが係合することで接触するタイミングと同期して、かごドアパネルと乗場ドアパネルとを連結状態とし、モータが戸開方向もしくは戸閉方向に発生させる駆動力によってドアパネルが開閉動作する全ての開閉位置において、連結状態を維持するものである。
An elevator door device according to the present invention includes a door panel including a car door panel that opens and closes an entrance and a landing door panel, a motor that outputs driving force for opening and closing the door panel, and an elevator car landing on a landing floor. An elevator door device including an engagement mechanism unit that engages the car door panel and the landing door panel when the car door panel and the landing door panel are interlocked to perform an opening and closing operation in a state in which the engagement door is engaged. The car door panel and the landing door panel are connected in synchronization with the timing when the car door panel and the landing door panel are brought into contact with each other when the door panel is opened and closed in the landing state. In all opening and closing positions where the door panel opens and closes by the driving force generated in the door closing direction, it is connected It is intended to maintain.
本発明によれば、かご着床後の戸開閉において、かごドアと乗場ドアの動作を一体化し、ドアの開閉位置全てにおいてかごドアと乗場ドアの連結が常に維持される構成を備えている。この結果、乗場ドアに外乱が作用した場合にも、乗場ドアを滑らかに動作させることのできるエレベータのドア装置を得ることができる。
According to the present invention, the operation of the car door and the landing door is integrated in the door opening and closing after the car is landed, and the connection between the car door and the landing door is always maintained at all the door opening and closing positions. As a result, it is possible to obtain an elevator door device that can smoothly operate the landing door even when a disturbance is applied to the landing door.
以下、本発明のエレベータのドア装置の好適な実施の形態につき、図面を用いて説明する。なお、以下の説明で、単に、かごドア、乗場ドアと称しているものは、それぞれ、かご側のドアパネル、乗場側のドアパネルに相当する。
Hereinafter, preferred embodiments of an elevator door device of the present invention will be described with reference to the drawings. In the following description, what are simply referred to as a car door and a landing door respectively correspond to a car-side door panel and a landing-side door panel.
実施の形態1.
図1は、本発明の実施の形態1によるエレベータのかごドア駆動装置を示す全体概要図である。出入口を開閉するかご側のドアパネル1の上端には、吊り手2が設けられている。出入口の上縁部には、長手が水平方向に配置された桁3が設けられている。なお、図1においては、ドアパネル1が、2枚のドアパネル1A、1Bで構成されている場合を例示している。 Embodiment 1 FIG.
FIG. 1 is an overall schematic diagram showing an elevator car door drive apparatus according to Embodiment 1 of the present invention. At the upper end of the car-side door panel 1 that opens and closes the doorway, ahanging hand 2 is provided. On the upper edge of the entrance / exit, there is provided a girder 3 whose longitudinal direction is arranged in the horizontal direction. In addition, in FIG. 1, the case where the door panel 1 is comprised by the two door panels 1A and 1B is illustrated.
図1は、本発明の実施の形態1によるエレベータのかごドア駆動装置を示す全体概要図である。出入口を開閉するかご側のドアパネル1の上端には、吊り手2が設けられている。出入口の上縁部には、長手が水平方向に配置された桁3が設けられている。なお、図1においては、ドアパネル1が、2枚のドアパネル1A、1Bで構成されている場合を例示している。 Embodiment 1 FIG.
FIG. 1 is an overall schematic diagram showing an elevator car door drive apparatus according to Embodiment 1 of the present invention. At the upper end of the car-side door panel 1 that opens and closes the doorway, a
桁3には案内レール4が長手の水平方向に配置されるように設けられ、吊り手2に設けられたハンガーローラ5がレール4に沿って移動することで吊り手2の水平移動、すなわちドアパネル1の開閉移動を案内する。同様に、吊り手2に設けられたアップスラストローラ11がレール4の下方に取り付けられ、ハンガーローラ5がレール4から脱落することを防止している。
The girder 3 is provided with a guide rail 4 arranged in the longitudinal horizontal direction, and the hanger roller 5 provided on the hanger 2 moves along the rail 4 so that the hanger 2 moves horizontally, that is, a door panel. Guide 1 open / close movement. Similarly, an up thrust roller 11 provided on the suspension 2 is attached below the rail 4 to prevent the hanger roller 5 from falling off the rail 4.
桁3には、プーリ6A、6Bが互いに離れて枢着され、無端状をなすベルト7が、プーリ6A、6Bの双方に巻き掛けられて張設されている。ベルト掴み8は、一端がベルト7に、他端はかご係合ベーン12に連結されており、モータ9は、プーリ6Aを駆動する。ベルト7は、伝導ベルトであり、一般的には、歯付ベルトもしくはVベルトが用いられる。
In the girder 3, pulleys 6A and 6B are pivoted apart from each other, and an endless belt 7 is stretched around the pulleys 6A and 6B. One end of the belt grip 8 is connected to the belt 7 and the other end is connected to the car engagement vane 12, and the motor 9 drives the pulley 6A. The belt 7 is a conductive belt, and generally a toothed belt or a V-belt is used.
プーリ6A、6Bは、桁3に枢着されたベルト形状に応じた溝が加工されている。そして、プーリ6A、6Bのプーリ間距離を変更することで、無端状のベルト7の取付張力を調整することができる。モータ9が付勢されると、対応したプーリ6Aが回転してベルト7が駆動され、ベルト掴み8を介して連結されたかご係合ベーン12も駆動する。
In the pulleys 6A and 6B, grooves corresponding to the belt shape pivotally attached to the beam 3 are processed. And the attachment tension | tensile_strength of the endless belt 7 can be adjusted by changing the distance between pulleys 6A and 6B. When the motor 9 is energized, the corresponding pulley 6 </ b> A rotates to drive the belt 7, and the car engagement vane 12 connected through the belt grip 8 is also driven.
そして、後述する機構により、かご係合ベーン12がドアパネル1Aと連結され、もう一方のドアパネル1Bに連動ロープもしくはベルトを介して駆動力が伝達される。この結果、ドアパネル1Aと1Bを同一方向に動作させることで、モータ9の付勢により、ドアが開閉する。
Then, the car engagement vane 12 is connected to the door panel 1A by a mechanism described later, and the driving force is transmitted to the other door panel 1B via an interlocking rope or a belt. As a result, by operating the door panels 1A and 1B in the same direction, the door is opened and closed by the urging of the motor 9.
図1に示した構成は、片開きのドア機構であるが、両開きドアでは、かご係合ベーン12からの駆動力が伝達されるドアパネル1Aと、もう一方のドアパネル1Bを、連動ロープもしくはベルトを介して互いに反対方向に動作することで、出入口を開閉すればよい。
The configuration shown in FIG. 1 is a single-open door mechanism, but in a double-open door, the door panel 1A to which the driving force from the car engagement vane 12 is transmitted and the other door panel 1B are connected to an interlocking rope or belt. The doorway may be opened and closed by operating in opposite directions.
一般的には、片開きドアにおいては、ドアパネル1Bの速度の大きさは、ドアパネル1Aの半分であり、両開きドアにおいては、方向は異なるものの、速度の大きさは、ドアパネル1Aと1Bで等しいものとなる。
Generally, in the case of a single door, the magnitude of the speed of the door panel 1B is half that of the door panel 1A. In the case of the double door, although the direction is different, the magnitude of the speed is equal between the door panels 1A and 1B. It becomes.
また、エレベータかごが着床し、かごドアと乗場ドアの床高さがおおよそ一致しているとき、モータ9を付勢すれば、かご係合ベーン12と乗場ローラ13が接触し係合することで、かごドアの駆動力を乗場ドアに伝達することができる。なお、乗場ローラ13については、後述する図2に図示している。
Further, when the elevator car is landed and the floor heights of the car door and the landing door are approximately the same, if the motor 9 is energized, the car engagement vane 12 and the landing roller 13 are brought into contact with and engaged with each other. Thus, the driving force of the car door can be transmitted to the landing door. The landing roller 13 is illustrated in FIG. 2 described later.
次に、図2は、本発明の実施の形態1によるエレベータの乗場ドア駆動装置を示す全体概要図である。図2に示される出入口を開閉する乗場側のドアパネル14の上端には、吊り手15が設けられている。出入口の上縁部には、長手が水平方向に配置された桁16が設けられている。
Next, FIG. 2 is an overall schematic diagram showing the elevator landing door drive apparatus according to Embodiment 1 of the present invention. A suspension 15 is provided at the upper end of the door panel 14 on the landing side that opens and closes the doorway shown in FIG. At the upper edge of the entrance / exit, there is provided a girder 16 whose length is arranged in the horizontal direction.
桁16には、乗場ドア案内レール17が、長手の水平方向に配置されるように設けられている。また、吊り手15に設けられたハンガーローラ18がレール17に沿って移動することで、吊り手15の水平移動、すなわち、ドアパネル14の開閉移動を案内する。
The girder 16 is provided with a landing door guide rail 17 so as to be arranged in the longitudinal horizontal direction. Further, the hanger roller 18 provided on the hanger 15 moves along the rail 17 to guide the horizontal movement of the hanger 15, that is, the opening / closing movement of the door panel 14.
また、吊り手15に設けられたアップスラストローラ19が、レール17の下方に取り付けられ、ハンガーローラ18がレール17から脱落することを防止している。桁16には、プーリ20A、29Bが互いに離れて枢着され、連動ロープ21が、プーリ20A、20Bの双方に巻き掛けられて張設されている。
Also, an up thrust roller 19 provided on the suspension 15 is attached below the rail 17 to prevent the hanger roller 18 from falling off the rail 17. Pulleys 20A and 29B are pivotally attached to the spar 16 apart from each other, and an interlocking rope 21 is stretched around both pulleys 20A and 20B.
ドアパネル14Aの吊り手は、連動ロープ21と連結されている。なお、連動ロープ21は、ロープ以外にもベルトでもよい。もう一方のドアパネル14Bと、ドアパネル14Aは、連動ロープ21とは異なる別の連動ロープ、もしくはベルトを介して、駆動力が伝達され、この結果、ドアパネル14Aと14Bは、同一方向に動作することとなる。
The suspension of the door panel 14A is connected to the interlocking rope 21. The interlocking rope 21 may be a belt other than the rope. The driving force is transmitted to the other door panel 14B and the door panel 14A via another interlocking rope or belt different from the interlocking rope 21. As a result, the door panels 14A and 14B operate in the same direction. Become.
図2に示した構成は、片開きのドア機構であるが、両開きドアでは、ドアパネル14Aと、もう一方のドアパネル14Bを、連動ロープ21を介して互いに反対方向に動作させることで、出入口を開閉すればよい。
The configuration shown in FIG. 2 is a one-sided door mechanism, but in a double door, the door panel 14A and the other door panel 14B are moved in opposite directions via the interlocking rope 21 to open and close the doorway. do it.
このように、乗場ローラ13に作用したモータ9の駆動力が、ドアパネル14Aと14Bに伝達されることで、モータ9の付勢により、乗場ドア14を開閉させることができる。
As described above, the driving force of the motor 9 acting on the landing roller 13 is transmitted to the door panels 14A and 14B, so that the landing door 14 can be opened and closed by the urging of the motor 9.
なお、乗場ドア14には、図示しない錘やバネによる戸閉力発生機構が取り付けられており、かごが着床していない状態では、乗場ドア14が開かれた場合でも自動で全閉するように、機械的外力が作用するように構成されている。
The landing door 14 is provided with a door closing force generating mechanism using a weight or a spring (not shown) so that the landing door 14 is automatically fully closed even when the landing door 14 is opened when the car is not landing. In addition, a mechanical external force is applied.
同様に、かご内で閉じ込めが生じ、モータの電気的駆動力が失われた場合でも、幼児がかごドア1をこじ開けて昇降路に落下しないように、かごドア1にも、機械的な戸閉力発生機構が備え付けられる。そして、全開時にモータの駆動力がない場合、もしくは、小さな駆動力のみでも全開を保持できるように、かごドア1には、機械的な戸開力発生機構が取り付けられる。
Similarly, even if the confinement occurs in the car and the electric driving force of the motor is lost, the car door 1 is also mechanically closed so that the infant does not open the car door 1 and fall into the hoistway. A force generation mechanism is provided. Then, a mechanical door opening force generation mechanism is attached to the car door 1 so that the motor door does not have a driving force when fully opened, or the car door 1 can be kept fully open only with a small driving force.
図3は、本発明の実施の形態1による係合ギャップの概要図である。エレベータのかごは、図示しない昇降路内を昇降することから、図3に示された、かごドアパネル1に取り付けられたかご係合ベーン12は、昇降路内を移動する。一方、乗場ローラ13は、昇降路に突き出ており、従って、エレベータのかごが昇降する際に、かご側の機器、特にかご係合ベーン12に接触すると、両者が損傷することとなる。
FIG. 3 is a schematic diagram of the engagement gap according to the first embodiment of the present invention. Since the elevator car moves up and down in a hoistway (not shown), the car engaging vanes 12 attached to the car door panel 1 shown in FIG. 3 move in the hoistway. On the other hand, the landing roller 13 protrudes into the hoistway. Therefore, when the elevator car ascends and descends, if it comes into contact with the car-side equipment, in particular, the car engagement vane 12, both of them are damaged.
そのため、昇降時のドア全閉状態においては、図3(a)に示されるように、かご係合ベーン12と乗場ローラ13との間の距離である係合ギャップ22を、一定に保つように、機械系の調整を行う必要がある。係合ギャップ22が短ければ、据付時の設定ミスや、経年変化による形状変化、かごドア・乗場ドアの変形などが生じた際に、機器が損傷する可能性が高くなるデメリットがある。
Therefore, in the fully closed state of the door at the time of raising and lowering, as shown in FIG. 3A, the engagement gap 22 that is the distance between the car engagement vane 12 and the landing roller 13 is kept constant. It is necessary to adjust the mechanical system. If the engagement gap 22 is short, there is a demerit that there is a high possibility that the device will be damaged when a setting error at the time of installation, a shape change due to secular change, a deformation of the car door or the landing door, or the like occurs.
一般的に、係合ギャップ22の仕様は、その距離の大きさと、各階床でのバラツキを考慮した許容精度幅で決められる。ただし、許容精度が小さければ小さいほど、かごドア1と乗場全階床の係合ギャップ22を調整する据付作業の難易度が高くなる。
Generally, the specifications of the engagement gap 22 are determined by the size of the distance and the allowable accuracy range considering the variation in each floor. However, the smaller the allowable accuracy is, the higher is the difficulty of installation work for adjusting the engagement gap 22 between the car door 1 and the landing floor.
図3(a)の全閉時には、かご係合ベーン12は、乗場ローラ13と係合ギャップ22の距離分離れている。そして、戸開指令によりモータが戸開を開始すると、かご係合ベーン12が戸開方向に駆動し、かご係合ベーン12が係合ギャップ分の距離を戸開方向に移動した時点で、乗場ドア14のローラ13に接触する(図3(b))。
3 (a), the car engagement vane 12 is separated by the distance between the landing roller 13 and the engagement gap 22. When the motor starts to open by the door opening command, the car engagement vane 12 is driven in the door opening direction, and when the car engagement vane 12 moves the distance corresponding to the engagement gap in the door opening direction, the landing It contacts the roller 13 of the door 14 (FIG. 3B).
図3(c)で接触を検出した時点で、かご係合ベーン12がかごドア1を把持することで、かごドア1と乗場ドア14は連結され、それと同時に、乗場ローラ13を複数のかご係合ベーン12が完全に挟み込み、一体化した状態で駆動することとなる。
When the contact is detected in FIG. 3 (c), the car engagement vanes 12 grip the car door 1, whereby the car door 1 and the landing door 14 are connected. At the same time, the landing roller 13 is connected to a plurality of cars. The combined vanes 12 are completely sandwiched and driven in an integrated state.
なお、かご係合ベーン12は、乗場ドア14のローラ13を複数のベーンで挟み込む方式の他にも、複数のローラがかご係合ベーン12を挟み込むことで、駆動力を伝達する方式でもよい。
Note that the car engaging vanes 12 may be of a system in which a driving force is transmitted by a plurality of rollers sandwiching the car engaging vanes 12 in addition to a system in which the rollers 13 of the landing door 14 are sandwiched by a plurality of vanes.
また、かご係合ベーン間の距離は、全閉時には固定されるが、開閉動作とともに距離が変動してもよい。図3の係合ギャップ22は、全閉側のかご係合ベーン12と乗場ローラ13との距離を示しているが、全開側のかご係合ベーン12と乗場ローラ13との距離でもよい。以降においては、全閉側のかご係合ベーン12と乗場ローラ13との距離を、係合ギャップ22として説明する。
Also, the distance between the car engagement vanes is fixed when fully closed, but the distance may vary with the opening / closing operation. The engagement gap 22 in FIG. 3 indicates the distance between the fully closed car engaging vane 12 and the landing roller 13, but it may be the distance between the fully open car engaging vane 12 and the landing roller 13. In the following, the distance between the fully closed car engagement vane 12 and the landing roller 13 will be described as an engagement gap 22.
図4は、本発明の実施の形態1による戸開開始前のドア装置の構成図である。かご着床後の戸開開始前の全閉状態において、ドアモータ9は、かご内乗客のこじ開けや昇降時のかご振動による戸開力に対抗するために、戸閉力方向に駆動力を発生する。駆動力は、ベルト掴み8を介してかご係合ベーン12Aに伝達される。
FIG. 4 is a configuration diagram of the door device before the door opening start according to the first embodiment of the present invention. In the fully closed state before the door opening starts after the car has landed, the door motor 9 generates a driving force in the door closing force direction in order to counter the door opening force caused by car opening of the passengers in the car and the car vibration at the time of raising and lowering. . The driving force is transmitted to the car engagement vane 12A through the belt grip 8.
かご係合ベーン12Aは、かごドアパネル1Aに設置されたかご係合ベーンストッパー23Aに接触することで、かごドアパネル1に戸閉方向の駆動力を発生させる。かご係合ベーンストッパー23Aは、ゴムのような弾性体でもよいし、ボルト等の剛体でもよい。
The car engaging vane 12A generates a driving force in the door closing direction on the car door panel 1 by contacting the car engaging vane stopper 23A installed on the car door panel 1A. The car engagement vane stopper 23A may be an elastic body such as rubber or a rigid body such as a bolt.
一般的に、モータ9の駆動力による電気的戸閉力に合わせて、機械的戸閉力がかごドアパネル全閉付近に作用することで、電気的戸閉力+機械的戸閉力の総和が、上述した戸開力に対する抗力となる。
Generally, the mechanical door closing force acts in the vicinity of the car door panel fully closed in accordance with the electric door closing force due to the driving force of the motor 9, so that the sum of the electric door closing force and the mechanical door closing force is obtained. This is a resistance against the door opening force described above.
ドア制御装置10から、戸開指令が発令されたとき、ドアモータ9は、戸開方向に駆動力を発生させる。ドアモータ9は、ベルト7ならびにベルト掴み8を介して、かご係合ベーン12Aに戸開方向の駆動力を伝達する。
When a door opening command is issued from the door control device 10, the door motor 9 generates a driving force in the door opening direction. The door motor 9 transmits the driving force in the door opening direction to the car engagement vane 12 </ b> A via the belt 7 and the belt grip 8.
かご係合ベーン12Aは、ドア開閉方向へ円滑に動作するためのスライドガイド24に沿って動作し、ドアの戸開方向もしくは戸閉方向に動作方向が規制される。ドアモータ9に戸開方向の駆動力が付勢されたとき、かご係合ベーン12Aに取り付けられた接触検出部25がローラ13に接触するまでは、かご係合ベーン12Aのみが駆動し、かごドアパネル1は、動作しない。
The car engagement vanes 12A operate along the slide guide 24 for smoothly operating in the door opening / closing direction, and the operation direction is restricted in the door opening direction or the door closing direction. When driving force in the door opening direction is urged by the door motor 9, only the car engaging vane 12A is driven until the contact detecting unit 25 attached to the car engaging vane 12A contacts the roller 13, and the car door panel. 1 does not work.
接触検出部25に連動する連動部26の一端には、ストッパ部27が備え付けられている。そして、ストッパ部27により、かご係合ベーン12Bは、かご係合ベーン12Aに対して相対的に固定され、かご係合ベーン12Aとかご係合ベーン12Bとの間隔は、変化せず、一定の間隔が維持される。
A stopper portion 27 is provided at one end of the interlocking portion 26 that interlocks with the contact detection portion 25. Then, the car engaging vane 12B is fixed relative to the car engaging vane 12A by the stopper portion 27, and the distance between the car engaging vane 12A and the car engaging vane 12B does not change and is constant. Spacing is maintained.
図5は、本発明の実施の形態1による戸開係合直前のドア装置の構成図である。かご係合ベーン12Aが乗場ローラ13に接触、つまり係合したとき、かご係合ベーン12Aに取り付けられた接触検出部25が、両者の接触を検出する。ここで、接触検出部25は、機械的もしくは電気的なスイッチもしくはセンサでよく、モータ9の電気的信号から検出してもよい。図4、図5、および後述する図6では、機械的スイッチの例を示している。
FIG. 5 is a configuration diagram of the door device immediately before the door opening engagement according to Embodiment 1 of the present invention. When the car engagement vane 12A comes into contact with the landing roller 13, that is, engages, the contact detection unit 25 attached to the car engagement vane 12A detects the contact between the two. Here, the contact detection unit 25 may be a mechanical or electrical switch or sensor, and may be detected from an electrical signal of the motor 9. 4 and 5 and FIG. 6 described later show examples of mechanical switches.
接触検出部25が乗場ローラ13に接触したとき、接触検出部25の移動量に応じて、連動部26が、かご係合ベーン12Aとの接合部を中心軸として回転する。そして、この回転動作に応じて、連動部26は回転し、連動部26の一端に備え付けられたストッパ部27が移動する。そして、接触検出部25の移動に伴う回転量により、ストッパ部27が、かご係合ベーン12Bから外れる。
When the contact detection unit 25 comes into contact with the landing roller 13, the interlocking unit 26 rotates around the junction with the car engagement vane 12 </ b> A as a central axis according to the movement amount of the contact detection unit 25. And according to this rotation operation, the interlocking part 26 rotates, and the stopper part 27 provided at one end of the interlocking part 26 moves. And the stopper part 27 remove | deviates from the cage | basket engagement vane 12B with the rotation amount accompanying the movement of the contact detection part 25. FIG.
図6は、本発明の実施の形態1による戸開係合時のドア装置の構成図である。ストッパ部27が外れたかご係合ベーン12Bと、もう一方のかご係合ベーン12Aとは、把持力用バネ28により、乗場ローラ13を把持する方向の力を受ける。この力により、かご係合ベーン12Bがかご係合ベーン12Aの方向へ移動し、乗場ローラ13を挟み込むことができる。
FIG. 6 is a configuration diagram of the door device at the time of door opening engagement according to Embodiment 1 of the present invention. The car engaging vane 12B from which the stopper portion 27 is removed and the other car engaging vane 12A receive a force in the direction of gripping the landing roller 13 by the gripping force spring 28. With this force, the car engagement vane 12B moves in the direction of the car engagement vane 12A, and the landing roller 13 can be sandwiched.
このように、接触検出部25に連動する連動部26の動作に伴い、かごドア1とかご係合ベーン12Aが固定されることで、かごドア1と乗場ドア14が連結すると同時に、かご係合ベーン12Aとかご係合ベーン12Bが乗場ローラ13を完全に挟み込む。この結果、かごドア1と乗場ドア14の動作を一体化することができる。なお、図4~図6において、接触検出部25、連動部26、ストッパ部27、および把持力用バネ28は、開閉動作時にかごドア1と乗場ドア14の連結状態を維持するための連結状態保持機構に相当する。
As described above, the car door 1 and the car engagement vane 12A are fixed in accordance with the operation of the interlocking part 26 that is interlocked with the contact detection part 25, so that the car door 1 and the landing door 14 are connected and at the same time the car is engaged. The vane 12A and the car engaging vane 12B completely sandwich the landing roller 13. As a result, the operations of the car door 1 and the landing door 14 can be integrated. 4 to 6, the contact detection unit 25, the interlocking unit 26, the stopper unit 27, and the gripping force spring 28 are connected to maintain the connection state of the car door 1 and the landing door 14 during the opening / closing operation. It corresponds to a holding mechanism.
図4~図6では、スライドガイド24の端部には、かご係合ベーンストッパー23A、23Bが備え付けられるが、必ずしも端部である必要はなく、かごドアパネル1Aに設置されていればよい。また、かご係合ベーンストッパー23Bは、乗場ローラ13とかご係合ベーン12Aの接触部よりも常に戸開側に設置される。
4 to 6, the end portions of the slide guide 24 are provided with car engagement vane stoppers 23A and 23B, but they are not necessarily end portions, and may be installed on the car door panel 1A. Further, the car engagement vane stopper 23B is always installed on the door opening side with respect to the contact portion between the landing roller 13 and the car engagement vane 12A.
かごが乗場階に着床しておらず、かつ、ドアモータ9に開閉指令が送信された状態では、乗場ローラ13は、接触検出部25と接触する位置には存在していない。従って、この状態では、かご係合ベーン12Aはかご係合ベーンストッパー23Aに接触することで、かご係合ベーン12Aとかごドアパネル1Aとが連結され、かごドアのみを開閉させることができる。
When the car is not landing on the landing floor and the opening / closing command is transmitted to the door motor 9, the landing roller 13 does not exist at a position where it comes into contact with the contact detection unit 25. Accordingly, in this state, the car engaging vane 12A contacts the car engaging vane stopper 23A, whereby the car engaging vane 12A and the car door panel 1A are connected, and only the car door can be opened and closed.
図7は、本発明の実施の形態1による、かごドア1と乗場ドア14の戸開動作の滑らか度合いを説明するための図である。上述したような本実施の形態1の構成を有することで、かご係合ベーン12Aが乗場ローラ13に接触するタイミングと同期して、かご係合ベーン12Bがかご係合ベーン12Aとともに両側から乗場ローラ13を完全に把持することができる。
FIG. 7 is a diagram for explaining the smoothness of the door opening operation of the car door 1 and the landing door 14 according to the first embodiment of the present invention. By having the configuration of the first embodiment as described above, the car engaging vane 12B and the car engaging vane 12A together with the car engaging vane 12A synchronize with the timing when the car engaging vane 12A contacts the landing roller 13. 13 can be gripped completely.
これにより、乗場ドア14が開閉するドア位置の全区間において、乗場ドア14に対して乗客の戸当たりや台車の接触などの外乱が作用した場合にも、乗場ドア14は、常にかごドア1と一体化して動作することで、滑らかな動作が実現できる。
As a result, in the entire section of the door position where the landing door 14 opens and closes, even if a disturbance such as a passenger's door contact or cart contact acts on the landing door 14, the landing door 14 is always connected to the car door 1. By operating in an integrated manner, a smooth operation can be realized.
制御装置10は、一般的に、目標とする開閉速度指令に対して、モータ9の回転速度が追従するように、エレベータドアの速度制御もしくは位置制御を行う。例えば、制御装置10は、速度制御を行う際には、モータ9の実速度と開閉速度指令値との速度誤差に基づいて、モータ9の電流指令値を補正する。
The control device 10 generally performs speed control or position control of the elevator door so that the rotational speed of the motor 9 follows the target opening / closing speed command. For example, when the speed control is performed, the control device 10 corrects the current command value of the motor 9 based on the speed error between the actual speed of the motor 9 and the opening / closing speed command value.
このようなモータ9の制御方式により、ベルト7に繋がるかご係合ベーン12A、かごドア1への外乱は、速度制御による補正の影響で、滑らかな動作となる。
By such a control method of the motor 9, the disturbance to the car engagement vane 12A and the car door 1 connected to the belt 7 becomes a smooth operation due to the influence of the correction by the speed control.
かごドア1と乗場ドア14が連結した後に、かご係合ベーン12が乗場ローラ13を完全に挟み込む完全係合状態となれば、乗場ドア14に作用した外乱の方向に関わらず、モータ9の駆動力を、乗場ドア14にも伝達させることができる。
After the car door 1 and the landing door 14 are connected, if the car engaging vane 12 is in a fully engaged state where the landing roller 13 is completely sandwiched, the motor 9 is driven regardless of the direction of the disturbance acting on the landing door 14. Force can also be transmitted to the landing door 14.
一方、図8は、従来の構成による、かごドア1と乗場ドア14の戸開動作の滑らか度合いを説明するための図である。従来の構成では、例えば、戸開時にかご係合ベーン12Bと乗場ローラ13に隙間がある。この隙間により、乗場ドア14に戸開方向に外乱が作用した場合には、かご係合ベーン12Aと乗場ローラ13の接触が失われ、隙間分だけ乗場ドア14が移動することができてしまう。
On the other hand, FIG. 8 is a diagram for explaining the smoothness of the door opening operation of the car door 1 and the landing door 14 according to the conventional configuration. In the conventional configuration, for example, there is a gap between the car engagement vane 12B and the landing roller 13 when the door is opened. When a disturbance is applied to the landing door 14 in the door opening direction due to the gap, the contact between the car engagement vane 12A and the landing roller 13 is lost, and the landing door 14 can move by the gap.
このため、乗場ドア14は、かごドア1との連結が失われ、モータ9の伝達力が乗場ドア14には伝達されない。この結果、乗場ドア14のローラ13は、かご係合ベーン12と衝突を繰り返し、騒音を発生しながらバタつきが生じることで、振動が大きくなり、快適性が損なわれる。
Therefore, the landing door 14 loses connection with the car door 1 and the transmission force of the motor 9 is not transmitted to the landing door 14. As a result, the roller 13 of the landing door 14 repeatedly collides with the car engagement vane 12 and generates a flutter while generating noise, thereby increasing vibration and impairing comfort.
以上のように、実施の形態1によれば、かご着床後の戸開閉において、かごドアと乗場ドアの動作を一体化し、ドアの開閉位置全てにおいてかごドアと乗場ドアの連結状態が常に維持される構成を備えている。この結果、乗場ドアに対して、乗客の戸当たり等の外乱が作用した場合にも、かごドアと乗場ドアの動作を常に一致させることができ、乗場ドアを滑らかに動作させることができる。
As described above, according to the first embodiment, the operation of the car door and the landing door is integrated in the door opening / closing after the landing of the car, and the connected state of the car door and the landing door is always maintained at all the door opening / closing positions. It is equipped with the structure. As a result, even when a disturbance such as a door stop of a passenger acts on the landing door, the operation of the car door and the landing door can always be matched, and the landing door can be operated smoothly.
さらに、かごドア係合ベーンと乗場ドアローラの接触時に機械的機構を動作させることにより、接触を開始した時点で、瞬時に、かつ確実に、かごドアと乗場ドアを連結状態とすることができる。このため、係合動作と同期した連結状態保持動作の信頼性を向上させることができる。
Furthermore, by operating the mechanical mechanism when the car door engaging vane and the landing door roller are in contact, the car door and the landing door can be instantly and reliably connected when the contact is started. For this reason, the reliability of the connected state holding operation synchronized with the engaging operation can be improved.
さらに、接触検出部の回転動作により、かごドア係合ベーンと乗場ドアローラの接触を検出する構成とすることで、係合ギャップを大きく設定できる。この結果、保守負荷の軽減を図ることができる。
Furthermore, the engagement gap can be set large by adopting a configuration in which the contact between the car door engagement vane and the landing door roller is detected by the rotation operation of the contact detection unit. As a result, the maintenance load can be reduced.
実施の形態2.
本実施の形態2では、先の実施の形態1とは異なる機構で、かごドア1と乗場ドア14の連結状態を維持する構成について説明する。Embodiment 2. FIG.
In the second embodiment, a configuration for maintaining the connected state of the car door 1 and the landing door 14 with a mechanism different from that of the first embodiment will be described.
本実施の形態2では、先の実施の形態1とは異なる機構で、かごドア1と乗場ドア14の連結状態を維持する構成について説明する。
In the second embodiment, a configuration for maintaining the connected state of the car door 1 and the landing door 14 with a mechanism different from that of the first embodiment will be described.
図9は、本発明の実施の形態2による戸開開始前のドア装置の構成図である。ドア制御装置10から、戸開指令が発令されたとき、ドアモータ9は、戸開方向に駆動力を発生する。ドアモータ9は、ベルト7ならびにベルト掴み8を介して、かご係合ベーン12Aに戸開方向の駆動力を伝達する。
FIG. 9 is a configuration diagram of the door device before the opening of the door according to the second embodiment of the present invention. When a door opening command is issued from the door control device 10, the door motor 9 generates a driving force in the door opening direction. The door motor 9 transmits the driving force in the door opening direction to the car engagement vane 12 </ b> A via the belt 7 and the belt grip 8.
かご係合ベーン12Aは、ドア開閉方向へ円滑に動作させためのスライドガイド24に沿って動作し、ドアの戸開方向もしくは戸閉方向に、動作方向が規制される。ドアモータ9に戸開方向の駆動力が付勢されたとき、ローラ13にかご係合ベーン12Aに取り付けられた接触検出部25が接触するまでは、かご係合ベーン12Aのみが駆動し、かごドアパネル1は、動作しない。
The car engagement vane 12A operates along a slide guide 24 for smoothly operating in the door opening / closing direction, and the operation direction is restricted in the door opening direction or door closing direction. When the door motor 9 is energized in the door opening direction, only the car engagement vane 12A is driven until the contact detector 25 attached to the car engagement vane 12A contacts the roller 13, and the car door panel. 1 does not work.
接触検出部25にはカム部29が取り付けられている。そして、カム部29は、ストッパ部27を一端に備える連動部30と接触して固定されている。従って、この状態では、かご係合ベーン12Aとかご係合ベーン12Bとの間隔は、変化せず、一定の間隔が維持される。
A cam portion 29 is attached to the contact detection portion 25. The cam portion 29 is fixed in contact with the interlocking portion 30 provided with the stopper portion 27 at one end. Therefore, in this state, the interval between the car engaging vane 12A and the car engaging vane 12B does not change, and a constant interval is maintained.
図10は、本発明の実施の形態2による戸開係合直前のドア装置の構成図である。かご係合ベーン12Aが乗場ローラ13に接触、つまり係合したとき、かご係合ベーン12Aに取り付けられた接触検出部25が、両者の接触を検出する。ここで、接触検出部25は、機械的もしくは電気的なスイッチもしくはセンサでよく、モータ9の電気的信号である電流指令値図9、図10、および後述する図11では、機械的スイッチの例を示している。
FIG. 10 is a configuration diagram of the door device immediately before the door opening engagement according to the second embodiment of the present invention. When the car engagement vane 12A comes into contact with the landing roller 13, that is, engages, the contact detection unit 25 attached to the car engagement vane 12A detects the contact between the two. Here, the contact detection unit 25 may be a mechanical or electrical switch or sensor. In FIG. 9 and FIG. 10, which are electrical signals of the motor 9, and FIG. Is shown.
接触検出部25が乗場ローラ13に接触したとき、接触検出部25が水平方向にスライドする。そして、接触検出部25の移動量に応じて、接触検出部25に取り付けられたカム部29も、同様にスライドする。カム部29には、傾斜が設けられており、傾斜に沿って連動部30が垂直方向に移動する。
When the contact detector 25 comes into contact with the landing roller 13, the contact detector 25 slides in the horizontal direction. And according to the movement amount of the contact detection part 25, the cam part 29 attached to the contact detection part 25 slides similarly. The cam portion 29 is provided with an inclination, and the interlocking portion 30 moves in the vertical direction along the inclination.
このとき、連動部30は、連動部用ガイド31により移動方向が規制される。連動部用ガイド31は、かご係合ベーン12Aに取り付けられて固定される。連動部30の一端に備えられるストッパ部27は、連動部30の移動に伴って垂直方向に移動し、かご係合ベーン12Bとの接触が外れる。
At this time, the moving direction of the interlocking portion 30 is regulated by the interlocking portion guide 31. The interlocking portion guide 31 is attached and fixed to the car engagement vane 12A. The stopper portion 27 provided at one end of the interlocking portion 30 moves in the vertical direction along with the movement of the interlocking portion 30, and the contact with the car engagement vane 12B is released.
図11は、本発明の実施の形態2による戸開係合時のドア装置の構成図である。ストッパ部27が外れたかご係合ベーン12Bと、もう一方のかご係合ベーン12Aとは、把持力用バネ28により、乗場ローラ13を把持する方向の力を受ける。この力により、かご係合ベーン12Bがかご係合ベーン12Aの方向へ移動し、乗場ローラ13を挟み込むことができる。
FIG. 11 is a configuration diagram of a door device at the time of door opening engagement according to Embodiment 2 of the present invention. The car engaging vane 12B from which the stopper portion 27 is removed and the other car engaging vane 12A receive a force in the direction of gripping the landing roller 13 by the gripping force spring 28. With this force, the car engagement vane 12B moves in the direction of the car engagement vane 12A, and the landing roller 13 can be sandwiched.
このように、接触検出部25に連動する連動部39の動作に伴い、かごドア1とかご係合ベーン12Aが固定されることで、かごドア1と乗場ドア14が連結すると同時に、かご係合ベーン12Aとかご係合ベーン12Bが乗場ローラ13を完全に挟み込む。この結果、かごドア1と乗場ドア14の動作を一体化することができる。なお、図9~図11において、接触検出部25、ストッパ部27、把持力用バネ28、カム部29、連動部30、連動部用ガイド31は、開閉動作時にかごドア1と乗場ドア14の連結状態を維持するための連結状態保持機構に相当する。
As described above, the car door 1 and the car engagement vane 12A are fixed in accordance with the operation of the interlocking part 39 that is interlocked with the contact detection part 25, so that the car door 1 and the landing door 14 are connected and at the same time the car is engaged. The vane 12A and the car engaging vane 12B completely sandwich the landing roller 13. As a result, the operations of the car door 1 and the landing door 14 can be integrated. 9 to 11, the contact detection unit 25, the stopper unit 27, the gripping force spring 28, the cam unit 29, the interlocking unit 30, and the interlocking unit guide 31 are connected to the car door 1 and the landing door 14 during the opening / closing operation. This corresponds to a connected state holding mechanism for maintaining the connected state.
本実施の形態2による、かごドア1と乗場ドア14の戸開動作の滑らか度合いについて、先の図8を引用して説明する。上述したような本実施の形態2の構成を有することで、かご係合ベーン12Aが乗場ローラ13に接触するタイミングと同期して、かご係合ベーン12Bがかご係合ベーン12Aとともに両側から乗場ローラ13を完全に把持することができる。
The smoothness of the door opening operation of the car door 1 and the landing door 14 according to the second embodiment will be described with reference to FIG. By having the configuration of the second embodiment as described above, the car engagement vane 12B and the car engagement vane 12A together with the car engagement vane 12A synchronize with the timing when the car engagement vane 12A contacts the landing roller 13. 13 can be gripped completely.
これにより、乗場ドア14が開閉するドア位置の全区間において、乗場ドア14に対して乗客の戸当たりや台車の接触などの外乱が作用した場合にも、乗場ドア14は、常にかごドア1と一体化して動作することで、滑らかな動作が実現できる。
As a result, in the entire section of the door position where the landing door 14 opens and closes, even if a disturbance such as a passenger's door contact or cart contact acts on the landing door 14, the landing door 14 is always connected to the car door 1. By operating in an integrated manner, a smooth operation can be realized.
以上のように、実施の形態2によれば、先の実施の形態1とは異なる構成により、かごドアと乗場ドアの連結状態を維持できる構成を実現しており、この場合にも、先の実施の形態1と同様の効果を得ることができる。
As described above, according to the second embodiment, a configuration capable of maintaining the connected state of the car door and the landing door is realized by a configuration different from that of the first embodiment. The same effect as in the first embodiment can be obtained.
実施の形態3.
先の実施の形態1、2では、接触検出部25が機械的スイッチで構成される具体例を説明した。これに対して、本実施の形態3では、接触検出部25が電気機的スイッチまたはセンサで構成される場合の制御方法について、具体例に説明する。Embodiment 3 FIG.
In the first and second embodiments, specific examples in which thecontact detection unit 25 is configured by a mechanical switch have been described. On the other hand, in this Embodiment 3, the control method in case the contact detection part 25 is comprised with an electromechanical switch or a sensor is demonstrated to a specific example.
先の実施の形態1、2では、接触検出部25が機械的スイッチで構成される具体例を説明した。これに対して、本実施の形態3では、接触検出部25が電気機的スイッチまたはセンサで構成される場合の制御方法について、具体例に説明する。
In the first and second embodiments, specific examples in which the
接触検出部25が電気的スイッチもしくはセンサのとき、ドア制御装置10は、接触検出部25から検出信号を受信することで、ドア開閉の開始タイミングを知ることができる。
When the contact detection unit 25 is an electrical switch or a sensor, the door control device 10 can know the start timing of door opening / closing by receiving a detection signal from the contact detection unit 25.
図12は、本発明の実施の形態3によるドア制御装置10の制御ブロック図である。接触検出部25は、かご係合ベーン12Aと乗場ローラ13の接触タイミングを電気的スイッチもしくはセンサにより検出する。そして、この検出結果は、ドアの開閉速度指令を生成する速度指令部32に入力される。
FIG. 12 is a control block diagram of the door control device 10 according to the third embodiment of the present invention. The contact detection unit 25 detects the contact timing of the car engagement vane 12A and the landing roller 13 with an electrical switch or a sensor. The detection result is input to a speed command unit 32 that generates a door opening / closing speed command.
速度指令部32は、ドアの開閉速度指令値(以下、単に速度指令値と称す。)を生成するものである。具体的には、速度指令部32は、ドアパネルの開閉スタート時からの時間、または、モータ回転位置に基づいて、あらかじめ設定された速度パターンに基づく速度指令値、もしくは、逐次算出された速度指令値を出力する。
The speed command unit 32 generates a door opening / closing speed command value (hereinafter simply referred to as a speed command value). Specifically, the speed command unit 32 is a speed command value based on a speed pattern set in advance based on a time from the start of opening / closing of the door panel or a motor rotation position, or a speed command value calculated sequentially. Is output.
さらに、速度指令部32は、接触検出部25により検出された接触タイミングに基づいて、ドア開閉用の加速・減速速度指令を生成することで、ドア開閉用距離を滑らかな加速と減速により、最短の時間で開閉することができる。
Further, the speed command unit 32 generates the acceleration / deceleration speed command for opening / closing the door based on the contact timing detected by the contact detection unit 25, thereby reducing the door opening / closing distance by smooth acceleration and deceleration. It can be opened and closed in the time.
速度制御部33は、モータの実速度Vと速度指令値V*との速度誤差を補正して、電流指令値Iq*を出力する。すなわち、速度制御部33は、速度指令部32の出力である速度指令値Vと、後述する速度演算部38により得られるモータ9の実速度Vとの差を入力とする。
The speed control unit 33 corrects the speed error between the actual motor speed V and the speed command value V *, and outputs a current command value Iq *. That is, the speed control unit 33 receives the difference between the speed command value V, which is the output of the speed command unit 32, and the actual speed V of the motor 9 obtained by the speed calculation unit 38 described later.
速度指令部32は、ドアの開閉動作の目標となる速度指令値V*を出力する。ただし、実際のドア駆動装置は、ゴミ詰まりなどの走行抵抗・ドアパネルの変形による摩擦ロス・駆動中の物体との接触といった外乱が生じる。このため、速度指令値V*と実速度Vとの速度誤差を、速度制御部33により補正する必要がある。
The speed command unit 32 outputs a speed command value V * that is a target of the door opening / closing operation. However, in an actual door drive device, disturbances such as running resistance such as clogging of dust, friction loss due to deformation of the door panel, and contact with an object being driven occur. For this reason, it is necessary to correct the speed error between the speed command value V * and the actual speed V by the speed control unit 33.
そこで、速度制御部33は、実速度Vと速度指令値V*との差を入力とし、一定の時間間隔で、目標とする速度指令値V*に実速度Vが追従するよう、電流指令値I*を制御する。速度制御部33は、例えば、伝達関数
Cb(s)=Ksp+Ksi/s
で示されるフィードバック制御器から構成される。ここで、Kspは、比例ゲイン、Ksiは、積分ゲイン、sは、ラプラス演算子である。 Therefore, thespeed controller 33 receives the difference between the actual speed V and the speed command value V * as an input, and sets the current command value so that the actual speed V follows the target speed command value V * at regular time intervals. Control I *. The speed control unit 33 is, for example, transfer function C b (s) = K sp + K si / s
It is comprised from the feedback controller shown by these. Here, K sp is a proportional gain, K si is an integral gain, and s is a Laplace operator.
Cb(s)=Ksp+Ksi/s
で示されるフィードバック制御器から構成される。ここで、Kspは、比例ゲイン、Ksiは、積分ゲイン、sは、ラプラス演算子である。 Therefore, the
It is comprised from the feedback controller shown by these. Here, K sp is a proportional gain, K si is an integral gain, and s is a Laplace operator.
一般的に、比例ゲインKspは、モータ駆動の負荷に相当するドアパネル等のモータ軸換算イナーシャ値J、モータ9のトルク定数KT、目標値に対する出力の誤差補正の性能を指定する制御交差周波数ωCのパラメータから、
Ksp=J×ωC/KT
と設計され、積分ゲインKsiは、
Ksi≦Ksp×ωC/5
となるように設計される。 In general, the proportional gain Ksp is a control cross frequency that designates the motor shaft equivalent inertia value J of the door panel or the like corresponding to the motor driving load, the torque constant K T of themotor 9, and the output error correction performance with respect to the target value. From the parameter of ω C
K sp = J × ω C / K T
Designed as, integral gain K si is
K si ≦ K sp × ω C / 5
Designed to be
Ksp=J×ωC/KT
と設計され、積分ゲインKsiは、
Ksi≦Ksp×ωC/5
となるように設計される。 In general, the proportional gain Ksp is a control cross frequency that designates the motor shaft equivalent inertia value J of the door panel or the like corresponding to the motor driving load, the torque constant K T of the
K sp = J × ω C / K T
Designed as, integral gain K si is
K si ≦ K sp × ω C / 5
Designed to be
電流制御部34は、速度制御部33から出力される電流指令値Iq*に基づいて、モータ9に供給する電流値を制御する。このとき、電流制御部34は、電流制御部34とモータ9との間に設けられた電流検出器35による検出電流値を帰還して、モータ9に供給される電流値を制御する。
The current control unit 34 controls the current value supplied to the motor 9 based on the current command value Iq * output from the speed control unit 33. At this time, the current control unit 34 feeds back a current value detected by the current detector 35 provided between the current control unit 34 and the motor 9 to control the current value supplied to the motor 9.
電流制御部34から出力された電流指令値は、PWMインバータ36を介してモータ9に入力される。そして、モータ9は、PWMインバータ36の出力に応じて、ドアパネル1A、1B、14A、14Bの開閉を行うための駆動力を発生させる。
The current command value output from the current control unit 34 is input to the motor 9 via the PWM inverter 36. The motor 9 generates a driving force for opening and closing the door panels 1A, 1B, 14A, and 14B according to the output of the PWM inverter 36.
センサ37は、モータ9に設けられ、モータ9の回転を検出する回転検出部であり、モータ9の回転位置を出力する。なお、図12では、回転検出部として、エンコーダやレゾルバから構成されたセンサを用いて回転位置を検出している場合を例示している。しなしながら、センサ37の代わりに、電流検出器35による検出電流値を用いてモータ回転位置もしくは回転速度を推定する構成とすることもできる。
The sensor 37 is a rotation detection unit that is provided in the motor 9 and detects the rotation of the motor 9, and outputs the rotation position of the motor 9. FIG. 12 illustrates a case where the rotation position is detected using a sensor configured by an encoder or a resolver as the rotation detection unit. However, instead of the sensor 37, the motor rotational position or rotational speed may be estimated using the current value detected by the current detector 35.
速度演算部38は、センサ37から入力された回転位置を一定時間毎にサンプリングすることで、モータ9の回転速度Vを演算し、速度制御部33にフィードバックする。
The speed calculation unit 38 calculates the rotational speed V of the motor 9 by sampling the rotational position input from the sensor 37 at regular intervals, and feeds it back to the speed control unit 33.
以上のように、実施の形態3によれば、接触検出部が、機械的スイッチの代わりに、電気的スイッチまたはセンサで構成される場合においても、先の実施の形態1、2と同様の効果を得ることができる。特に、電気的な検出結果に基づく適切な加減速パターンによるフィードバック制御を行うことで、かごドアと乗場ドアの連結が開始した時点で、瞬時に両者の動作を一体化できる。この結果、戸開閉時間を短縮できる効果も得ることができる。
As described above, according to the third embodiment, even when the contact detection unit is configured by an electrical switch or a sensor instead of the mechanical switch, the same effect as in the first and second embodiments is achieved. Can be obtained. In particular, by performing feedback control using an appropriate acceleration / deceleration pattern based on the electrical detection result, the operation of both can be integrated instantaneously when the connection between the car door and the landing door is started. As a result, an effect of shortening the door opening / closing time can be obtained.
実施の形態4.
先の実施の形態1~3では、接触検出部25が機械的もしくは電気的なスイッチまたはセンサで構成される場合について説明した。これに対して、本実施の形態4では、これらの追加機器を用いずに、ドア開閉に必須のモータ9の電気的信号を用いて構成される検出方法について具体的に説明する。Embodiment 4 FIG.
In the first to third embodiments, the case where thecontact detection unit 25 is configured by a mechanical or electrical switch or sensor has been described. On the other hand, this Embodiment 4 demonstrates concretely the detection method comprised using the electrical signal of the motor 9 essential for door opening and closing, without using these additional apparatuses.
先の実施の形態1~3では、接触検出部25が機械的もしくは電気的なスイッチまたはセンサで構成される場合について説明した。これに対して、本実施の形態4では、これらの追加機器を用いずに、ドア開閉に必須のモータ9の電気的信号を用いて構成される検出方法について具体的に説明する。
In the first to third embodiments, the case where the
モータ9を付勢し、かご係合ベーン12と乗場ローラ13が接触し係合することで、かごドアの駆動力を乗場ドアに伝達するドア装置において、乗場ローラ13には、乗場ドア14、乗場ドア吊り手15、連動ロープ21といった乗場ドアの開閉に影響する質量全てが固定されている。
In the door device that energizes the motor 9 and the car engagement vane 12 and the landing roller 13 come into contact and engage with each other to transmit the driving force of the car door to the landing door, the landing roller 13 includes the landing door 14, All the masses that affect the opening and closing of the landing door such as the landing door suspension 15 and the interlocking rope 21 are fixed.
乗場ドアの開閉に影響する質量は、一般的に、出入口幅・高さに依存する乗場ドア14の質量が支配的である。また、エレベータかごが到着していないときに利用者が閉められた乗場ドアに接触して昇降路内に落下することがないように、乗場ドアには高い剛性が求められる。このため、乗場ドアの開閉に影響する質量は、数十kg以上となる。
The mass affecting the opening / closing of the landing door is generally dominated by the mass of the landing door 14 depending on the width / height of the entrance / exit. Further, the landing door is required to have high rigidity so that the user does not come into contact with the closed landing door and fall into the hoistway when the elevator car has not arrived. For this reason, the mass affecting the opening and closing of the landing door is several tens of kg or more.
一方、かご係合ベーン12と乗場ローラ13が接触する前にモータ9が駆動する質量は、主にかご係合ベーン12が支配的であり、ベルト7、ベルト掴み8を含めても数kg程度となる。つまり、かご係合ベーン12と乗場ローラ13が接触する前後では、モータ9のモータ軸換算イナーシャ値、つまり、駆動の負荷に相当する質量に大きな変動が生じる。
On the other hand, the mass driven by the motor 9 before the car-engaging vane 12 and the landing roller 13 come into contact is mainly dominated by the car-engaging vane 12. It becomes. That is, before and after the car-engaging vane 12 and the landing roller 13 come into contact with each other, a large fluctuation occurs in the motor shaft equivalent inertia value of the motor 9, that is, the mass corresponding to the driving load.
図13は、本発明の実施の形態4による戸開時のモータ9の電気的信号波形に基づく接触検出手法を説明するための図である。具体的には、上段は、速度指令と実速度に関するモータ速度の時間変化を示しており、中段は、速度指令と実速度の速度誤差の時間変化を示しており、下段は、モータ9のトルクの時間変化を示している。
FIG. 13 is a diagram for explaining a contact detection method based on the electric signal waveform of the motor 9 when the door is opened according to the fourth embodiment of the present invention. Specifically, the upper part shows the time change of the motor speed with respect to the speed command and the actual speed, the middle part shows the time change of the speed error between the speed command and the actual speed, and the lower part shows the torque of the motor 9. The time change of is shown.
ドア制御装置10から戸開指令が発令されたとき、ドアモータ9は、時間t0で戸開方向に駆動力を発生する。そして、ベルト7とベルト掴み8、かご係合ベーン12を駆動した上で、時間t1でかご係合ベーン12と乗場ローラ13が接触する。
When a door opening command is issued from the door control device 10, the door motor 9 generates a driving force in the door opening direction at time t0. Then, after driving the belt 7, the belt grip 8, and the car engaging vane 12, the car engaging vane 12 and the landing roller 13 come into contact at time t1.
時間t1以降は、乗場ローラ13を介して乗場ドアの開閉に影響する質量と連結し、戸開する。乗場ローラ13が接触した時点でかごドアの開閉に影響する質量と連結した場合には、かごドアと乗場ドアを合わせた総質量での戸開となる。
After time t1, it is connected to the mass that affects the opening and closing of the landing door via the landing roller 13, and the door is opened. When the landing roller 13 comes into contact with the mass that affects the opening and closing of the car door, the door is opened with the total mass of the car door and the landing door.
かごドアの開閉に影響する質量は、乗場ドアと同等であり、かごドアと乗場ドアでドアパネルの材質が異なる場合、あるいは出入口幅・高さが異なる場合がある。しかしながら、いずれにせよ、かご係合ベーン12と乗場ローラ13が接触する前後において、モータ9の駆動負荷に相当する質量に大きな変動が生じる。
The mass affecting the opening and closing of the car door is the same as that of the landing door, and the door panel material may be different between the car door and the landing door, or the entrance width and height may be different. In any case, however, the mass corresponding to the driving load of the motor 9 greatly fluctuates before and after the car engagement vanes 12 and the landing rollers 13 come into contact with each other.
前述のモータ9の駆動負荷に相当する質量に大きな変動が生じたことを検出するには、モータ9の実速度Vを監視する、もしくはモータ9の電流指令値Iq*から算出されるトルクを監視する手法がある。
In order to detect that a large fluctuation has occurred in the mass corresponding to the driving load of the motor 9 described above, the actual speed V of the motor 9 is monitored, or the torque calculated from the current command value Iq * of the motor 9 is monitored. There is a technique to do.
モータ9の実速度Vを監視する手法は、図13の中段の図のように、実速度Vと速度指令値V*との速度誤差を監視することで容易に実現できる。時間t0の時点で、主にかご係合ベーン12の負荷質量を想定したイナーシャ値に基づいて速度制御部33の比例ゲインKsp、積分ゲインKsiを設計すると、時間t1において、速度指令値V*に対する実速度Vの差である速度誤差が増大する。
The method of monitoring the actual speed V of the motor 9 can be easily realized by monitoring the speed error between the actual speed V and the speed command value V * as shown in the middle diagram of FIG. When the proportional gain Ksp and integral gain Ksi of the speed control unit 33 are designed based on the inertia value mainly assuming the load mass of the car engagement vane 12 at the time t0, the speed command value V at the time t1. The speed error, which is the difference between the actual speed V and *, increases.
そこで、速度誤差が、一定の閾値、もしくはドア質量に基づいて可変の閾値を超えたタイミングが、かご係合ベーン12と乗場ローラ13が接触した時点であり、このタイミングから接触を検出できる。
Therefore, the timing at which the speed error exceeds a certain threshold or a variable threshold based on the door mass is the time when the car engagement vane 12 and the landing roller 13 are in contact, and the contact can be detected from this timing.
接触を検出した時間t1以降は、速度制御部33の比例ゲインKsp、積分ゲインKsiを、乗場ドア、かごドアの負荷質量を想定したイナーシャ値に基づいて設計した値に変更すれば、速度指令値V*と実速度Vの誤差が小さくなる良好な追従性を保つことができる。
After the time t1 when the contact is detected, if the proportional gain K sp and the integral gain K si of the speed control unit 33 are changed to values designed based on the inertia value assuming the load mass of the landing door and the car door, Good followability can be maintained in which the error between the command value V * and the actual speed V is reduced.
また、実速度V自体の変動を監視し、接触が生じる予想時間帯において実速度Vの大きさが一定の閾値を下回った場合、あるいは実速度Vの時間微分値が一定の閾値を超えた場合に、接触を検出してもよい。
Also, when the fluctuation of the actual speed V itself is monitored and the magnitude of the actual speed V falls below a certain threshold in the expected time zone when contact occurs, or the time differential value of the actual speed V exceeds a certain threshold In addition, contact may be detected.
モータ9の電流指令値Iq*から算出されるトルクを監視する手法は、図13の下段の図のように、時間t0以降のトルクの値が小さい状態から、時間t1において乗場ローラ13に接触した以降にドアを駆動するために、トルクの値が増大する特徴を捉えればよい。従って、トルクの値が一定の閾値、もしくはドア質量に基づいて可変の閾値を超えた場合が、係合ベーン12と乗場ローラ13とが接触した時点であるとして、接触を検出できる。
The method of monitoring the torque calculated from the current command value Iq * of the motor 9 is such that, as shown in the lower diagram of FIG. 13, the torque value after time t0 is small, and the landing roller 13 is contacted at time t1. Thereafter, in order to drive the door, it is only necessary to capture the characteristic that the torque value increases. Therefore, the contact can be detected by assuming that the case where the torque value exceeds a certain threshold value or a variable threshold value based on the door mass is the time when the engagement vane 12 and the landing roller 13 contact each other.
速度誤差が増大することに起因して、電流指令値Iq*、つまり、トルクが急峻に増大する。このことから、トルクの時間微分値が一定の閾値を超えた場合に、接触を検出してもよい。
Due to the increase in the speed error, the current command value Iq *, that is, the torque increases sharply. From this, the contact may be detected when the time differential value of the torque exceeds a certain threshold value.
モータ9の電気的信号を用いるということは、電気的信号を用いてモータ9を制御する制御装置10によって接触検出の判断を行うことになる。そこで、連動部26が回動式のモータであれば、有線もしくは無線で制御装置10からの接触検出信号に応じて、この回動式のモータを駆動すればよい。
The use of the electrical signal of the motor 9 means that the control device 10 that controls the motor 9 using the electrical signal determines contact detection. Therefore, if the interlocking unit 26 is a rotary motor, the rotary motor may be driven in response to a contact detection signal from the control device 10 by wire or wirelessly.
カム部29が水平方向にスライドするモータであれば、有線もしくは無線で制御装置10からの接触検出信号に応じて、このモータを駆動すればよい。また、接触検出部25を機械的もしくは電気的なスイッチまたはセンサで構成した上で、モータ9の電気的信号も用いて、接触を検出してもよい。
If the cam unit 29 is a motor that slides in the horizontal direction, this motor may be driven in accordance with a contact detection signal from the control device 10 by wire or wirelessly. Further, the contact detection unit 25 may be configured by a mechanical or electrical switch or sensor, and an electrical signal from the motor 9 may also be used to detect contact.
一般的に、トルクは、電流指令値Iq*からトルクが算出される。ただし、電流検出器35による検出電流値が、電流指令値Iq*に追従していることが前提となる。このため、電流検出器35による検出電流値からトルクを算出してもよい。
Generally, the torque is calculated from the current command value Iq *. However, it is assumed that the current value detected by the current detector 35 follows the current command value Iq *. For this reason, the torque may be calculated from the current value detected by the current detector 35.
以上のように、実施の形態4によれば、モータの電気的信号に基づいて接触検出を行う場合においても、先の実施の形態3と同様の効果を得ることができる。特に、追加のセンサ・スイッチが不要であるため、機器の構成を最小化できる。この結果、エレベータのかごと乗場の限られたスペースを有効に活用できる。
As described above, according to the fourth embodiment, even when contact detection is performed based on the electric signal of the motor, the same effect as in the third embodiment can be obtained. In particular, since no additional sensor switch is required, the configuration of the device can be minimized. As a result, the space limited to the elevator car and the landing can be used effectively.
1 かごドアパネル(かごドア)、2 かごドア吊り手、3 かごドア桁、4 かごドアレール、5 かごドアハンガーローラ、6 かごドアプーリ、7 ベルト、8 ベルト掴み、9 モータ、10 ドア制御装置、11 かごドアアップスラストローラ、12 かご係合ベーン、13 乗場ローラ、14 乗場ドアパネル(乗場ドア)、15 乗場ドア吊り手、16 乗場ドア桁、17 乗場ドアレール、18 乗場ドアドアハンガーローラ、19 乗場ドアアップスラストローラ、20 乗場ドアプーリ、21 連動ロープ、22 係合ギャップ、23 かご係合ベーンストッパー、24 スライドガイド、25 接触検出部、26 連動部、27 ストッパ部、28 把持力用バネ、29 カム部、30 連動部、31 連動部用ガイド、32 速度指令部、33 速度制御部、34 電流制御部、35 電流検出器、36 PWMインバータ、37 センサ、38 速度演算部
1 car door panel (car door), 2 car door hangers, 3 car door girders, 4 car door rails, 5 car door hanger rollers, 6 car door pulleys, 7 belts, 8 belt grips, 9 motors, 10 door control devices, 11 cars Door up thrust roller, 12 car engagement vane, 13 landing roller, 14 landing door panel (landing door), 15 landing door suspension, 16 landing door girder, 17 landing door rail, 18 landing door door hanger roller, 19 landing door up thrust roller , 20 landing door pulley, 21 interlocking rope, 22 engagement gap, 23 cage engagement vane stopper, 24 slide guide, 25 contact detection part, 26 interlocking part, 27 stopper part, 28 gripping spring, 29 cam part, 30 interlocking Part, 31 for interlocking part Id, 32 speed command unit, 33 speed controller, 34 a current controller, 35 a current detector, 36 PWM inverter, 37 sensor, 38 speed calculator
Claims (6)
- 出入り口を開閉するかごドアパネルおよび乗場ドアパネルで構成されるドアパネルと、
前記ドアパネルを開閉駆動するための駆動力を出力するモータと、
エレベータのかごが乗場階に着床した状態で前記かごドアパネルと前記乗場ドアパネルとを連動させて開閉動作を行う際に、前記かごドアパネルと前記乗場ドアパネルとを係合させる係合機構部と
を備えるエレベータのドア装置であって、
前記係合機構部は、前記着床した状態で前記ドアパネルを開閉動作させる際に前記かごドアパネルと前記乗場ドアパネルとが係合することで接触するタイミングと同期して、前記かごドアパネルと前記乗場ドアパネルとを連結状態とし、前記モータが戸開方向もしくは戸閉方向に発生させる駆動力によって前記ドアパネルが開閉動作する全ての開閉位置において、前記連結状態を維持する
エレベータのドア装置。 A door panel composed of a car door panel and a landing door panel for opening and closing the doorway;
A motor that outputs a driving force for opening and closing the door panel;
An engagement mechanism that engages the car door panel and the landing door panel when the car door panel and the landing door panel are interlocked to perform an opening / closing operation in a state where the elevator car is landed on the landing floor. An elevator door device,
The engagement mechanism section is configured to synchronize with the timing when the car door panel and the landing door panel are brought into contact with each other when the door panel is opened and closed in the landing state, and the car door panel and the landing door panel are synchronized with each other. An elevator door device that maintains the connected state at all opening and closing positions where the door panel is opened and closed by a driving force generated by the motor in the door opening direction or door closing direction. - 前記係合機構部は、前記かごドアパネルと前記乗場ドアパネルを連結するために、前記かごドアパネル側に設けられた一対のかごドア係合ベーンと、前記乗場ドアパネル側に設けられた乗場ローラとで構成され、
前記一対のかごドア係合ベーンのうちの一方のかごドア係合ベーンは、ベルト掴み部を介して、前記モータの駆動力を伝達するベルトに固定されており、
前記ドアパネルの開動作中に、前記一方のかごドア係合ベーンと前記乗場ローラとが接触した接触状態を検出する接触検出部をさらに備え、
前記係合機構部は、前記接触検出部において前記接触状態を検出した時点で、前記一対のかごドア係合ベーンのうちの他方のかごドア係合ベーンを前記一方のかごドア係合ベーンに近づける方向に移動させることで、前記一対のかごドア係合ベーンにより前記乗場ローラを挟み込み把持することで前記連結状態とする機構を有する
請求項1に記載のエレベータのドア装置。 The engagement mechanism portion includes a pair of car door engagement vanes provided on the car door panel side and a landing roller provided on the landing door panel side for connecting the car door panel and the landing door panel. And
One car door engaging vane of the pair of car door engaging vanes is fixed to a belt that transmits the driving force of the motor via a belt gripping portion,
A contact detection unit for detecting a contact state in which the one car door engagement vane and the landing roller are in contact during the opening operation of the door panel;
The engagement mechanism unit brings the other car door engagement vane of the pair of car door engagement vanes closer to the one car door engagement vane when the contact detection unit detects the contact state. The elevator door device according to claim 1, further comprising a mechanism configured to move in a direction so that the landing roller is sandwiched and held by the pair of car door engagement vanes. - 前記接触検出部は、前記接触状態を機械的接点により検出し、前記一方のかごドア係合ベーンと前記乗場ローラとが接触することで回動して移動動作を行うように、前記一方のかごドア係合ベーンに取り付けられており、
前記係合機構部は、前記一方のかごドア係合ベーンと前記乗場ローラとが非接触状態において前記一対のかごドア係合ベーンの間隔を一定に維持し、前記移動動作により前記間隔を一定に維持する状態が解除されることで、前記連結状態を形成する機構を有する
請求項2に記載のエレベータのドア装置。 The contact detection unit detects the contact state by a mechanical contact and rotates the one car so that the one car door engagement vane and the landing roller are rotated to perform a moving operation. Attached to the door engagement vane,
The engagement mechanism unit maintains a constant distance between the pair of car door engagement vanes when the one car door engagement vane and the landing roller are not in contact with each other, and makes the distance constant by the moving operation. The elevator door device according to claim 2, further comprising a mechanism that forms the connected state by releasing the maintaining state. - 前記接触検出部は、前記接触状態を機械的接点により検出し、前記一方のかごドア係合ベーンと前記乗場ローラとが接触することで水平方向にスライドして移動動作を行うように、前記一方のかごドア係合ベーンに取り付けられており、
前記係合機構部は、前記一方のかごドア係合ベーンと前記乗場ローラとが非接触状態において前記一対のかごドア係合ベーンの間隔を一定に維持し、前記移動動作により前記間隔を一定に維持する状態を解除されることで、前記連結状態を形成する機構を有する
請求項2に記載のエレベータのドア装置。 The contact detection unit detects the contact state by a mechanical contact, and the one car door engagement vane and the landing roller are in contact with each other so as to slide in a horizontal direction to perform a moving operation. Attached to the car door engagement vane,
The engagement mechanism unit maintains a constant distance between the pair of car door engagement vanes when the one car door engagement vane and the landing roller are not in contact with each other, and makes the distance constant by the moving operation. The elevator door device according to claim 2, further comprising a mechanism that forms the connected state by releasing the state to be maintained. - 前記係合機構部は、前記非接触状態において前記一対のかごドア係合ベーンの前記間隔を一定に維持するように、一端部が前記一方のかごドア係合ベーンに固定され、他端部が前記他方のかごドア係合ベーンに固定された連結部を有し、前記接触検出部において前記接触状態を検出した時点に同期して、前記連結部の前記他端部が前記他方のかごドア係合ベーンに固定された状態から外れることで、前記連結状態を形成する機構を有する
請求項3または4に記載のエレベータのドア装置。 In the non-contact state, the engagement mechanism portion has one end fixed to the one car door engagement vane so that the distance between the pair of car door engagement vanes is maintained constant, and the other end is A connecting portion fixed to the other car door engaging vane, and the other end portion of the connecting portion is connected to the other car door in synchronization with the time when the contact detecting portion detects the contact state. 5. The elevator door device according to claim 3, further comprising a mechanism that forms the connected state by detaching from a state fixed to the combined vane. 6. - 前記モータの回転位置を検出するセンサと、
前記ドアパネルを開閉駆動するために前記モータを動作させる際の速度指令値を生成するとともに、前記センサによる検出結果と前記速度指令値との偏差に基づいて前記モータが前記速度指令値に追従するようにフィードバック制御するコントローラと
をさらに備え、
前記コントローラは、前記モータの電気的信号による検出結果から前記ドアパネルの開動作開始時を特定し、前記開動作開始時を起点とした加減速区間を含む速度パターンを前記速度指令値として生成することで、前記係合機構部を前記連結状態とする
請求項1に記載のエレベータのドア装置。 A sensor for detecting the rotational position of the motor;
A speed command value for operating the motor to open and close the door panel is generated, and the motor follows the speed command value based on a deviation between a detection result of the sensor and the speed command value. And a controller for feedback control,
The controller specifies a start time of the door panel opening operation from a detection result based on an electric signal of the motor, and generates a speed pattern including an acceleration / deceleration section starting from the opening operation start time as the speed command value. The elevator door device according to claim 1, wherein the engagement mechanism is in the connected state.
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US11046557B2 (en) | 2018-05-01 | 2021-06-29 | Otis Elevator Company | Elevator door interlock assembly |
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