CN113307118A - Elevator emergency stop test method and power supply for elevator emergency stop test - Google Patents
Elevator emergency stop test method and power supply for elevator emergency stop test Download PDFInfo
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- CN113307118A CN113307118A CN202011291334.0A CN202011291334A CN113307118A CN 113307118 A CN113307118 A CN 113307118A CN 202011291334 A CN202011291334 A CN 202011291334A CN 113307118 A CN113307118 A CN 113307118A
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- emergency stop
- car
- electromagnetic brake
- power supply
- test
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/0043—Devices enhancing safety during maintenance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
- B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
- B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/0087—Devices facilitating maintenance, repair or inspection tasks
- B66B5/0093—Testing of safety devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B2201/00—Aspects of control systems of elevators
- B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
- B66B2201/242—Parking control
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Computer Networks & Wireless Communication (AREA)
- Maintenance And Inspection Apparatuses For Elevators (AREA)
Abstract
The invention provides an emergency stop test method capable of reliably stopping a car even if an abnormality occurs during a test. The emergency stop test method of the elevator comprises the following steps: a first step of releasing the electromagnetic brake (6) by the test power supply (30); a second step of descending the cage after releasing the electromagnetic brake (6); and a third step of operating the emergency stop device (9) when the descending speed of the car (1) reaches a prescribed test speed, wherein the power supply (30) for the test is cut off from the power supply (6) for the electromagnetic brake according to the braking state of the car (1) after the emergency stop device (9) is operated.
Description
Technical Field
The present invention relates to an elevator emergency stop test method for confirming an operation of an emergency stop device included in an elevator, and an elevator emergency stop test power supply for releasing an electromagnetic brake.
Background
An elevator apparatus is equipped with a governor and an emergency stop device to emergency-stop a car that has fallen into a prescribed overspeed state. The car and the speed governor are connected by a speed governor rope, and when an overspeed state is detected, the speed governor restricts the speed governor rope to operate an emergency stop device on the car side, thereby causing the car to stop emergently.
Such an emergency stop device performs an operation test at the time of installation of an elevator, during maintenance and inspection, or the like, and confirms an operation state.
Conventionally, the emergency stop test method may be defined by a standard. For example, the standard specifies that the car is lowered at a speed as low as possible, a detent (a mechanism for restricting a governor rope) of the governor is operated during the lowering to temporarily stop the car, and then the car is not lowered any more even if the brake is released, thereby confirming that the emergency stop device is normally operated.
Further, as a conventional technique related to the emergency stop test method, a technique described in patent document 1 is known. In this conventional technique, after the governor is operated, the car is lowered at a low speed, and the operation of the emergency stop device is confirmed by the idling of the sheave.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2005-247433
Disclosure of Invention
Problems to be solved by the invention
In the above-described conventional emergency stop test method, if an abnormality occurs in the emergency stop device during the test, the car cannot be stopped, and there is a risk of damaging the equipment within the hoistway.
Therefore, the present invention provides an emergency stop test method and an emergency stop test power supply capable of reliably stopping a car even if an abnormality occurs during a test.
Technical scheme for solving problems
In order to solve the above problems, an elevator emergency stop test method according to the present invention is a method for confirming an operation state of an emergency stop device of an elevator, including: a first step of releasing the electromagnetic brake by the test power supply; a second step of descending the cage after releasing the electromagnetic brake; and a third step of operating the emergency stop device when the descending speed of the cage reaches a predetermined test speed, wherein after the emergency stop device is operated, the energization of the electromagnetic brake by the test power supply is cut off according to the braking state of the cage.
In order to solve the above problems, the present invention provides a power supply for an elevator emergency stop test, which is a power supply for releasing an electromagnetic brake during an elevator emergency stop test, and includes: a DC power supply capable of energizing the electromagnetic brake; a first contact controlled to be opened and closed by a timer; and a second contact that is controlled to be opened and closed according to a position of the car, the electromagnetic brake being electrically conducted with the direct current power supply via a first contact and a second contact that are connected in series with each other between the direct current power supply and the electromagnetic brake.
Effects of the invention
According to the present invention, even if an abnormality occurs during an emergency stop test, the car can be reliably stopped by the electromagnetic brake.
Problems, structures, and effects other than those described above will be clarified by the following description of embodiments.
Drawings
Fig. 1 is a schematic configuration diagram of an elevator apparatus according to an embodiment.
Fig. 2 is a block diagram showing a circuit configuration of the test power supply 30 in fig. 1.
Fig. 3 is a waveform diagram showing a temporal change in the current flowing through the electromagnetic brake 6 by the test power supply 30.
Fig. 4 is a time chart showing an example of the change in the car speed in the emergency stop test.
Fig. 5 is a flowchart illustrating an emergency stop test method in an embodiment.
Detailed Description
Hereinafter, embodiments of the present invention will be described with reference to the following examples and with reference to the accompanying drawings. In each drawing, portions having the same reference numerals denote the same constituent elements or constituent elements having similar functions.
Fig. 1 is a schematic configuration diagram of an elevator apparatus according to an embodiment of the present invention.
As shown in fig. 1, the car 1 and the counterweight 2 are coupled to one end and the other end of the main rope 3, respectively. The main ropes 3 are wound around a sheave (not shown) of the traction machine 4 and a diverting sheave 5. Thereby, the car 1 and the counterweight 2 are suspended in the hoistway 100.
The motor of the hoisting machine 4 is driven and controlled by the elevator control device 7, and when the sheave rotates, the main ropes 3 are driven by the sheave. Thereby, the car 1 and the counterweight 2 move in the hoistway 100 in the up-down opposite directions. The car 1 can be guided for movement by guide rails 8 for the car, and the counterweight 2 can also be guided for movement by guide rails (not shown) for the counterweight.
The traction machine 4 is provided with an electromagnetic brake 6. When the car 1 is stopped, the electromagnetic brake 6 brakes the rotation of the hoisting machine 4. As the electromagnetic brake 6, for example, a disc type electromagnetic brake can be used.
In this embodiment, the traction machine 4 includes a plurality of (2 in fig. 1) electromagnetic brakes 6. The plurality of electromagnetic brakes 6 are always operated together to constitute a multiple brake (a double brake in fig. 1).
An emergency stop device 9 is provided at a lower portion of the car 1. When the car 1 is in an overspeed state, the safety device 9 operates to sandwich the guide rail 8 with a pair of braking members (not shown), and the car 1 is decelerated by a frictional force acting between the braking members and the guide rail 8 to be brought to a safety stop.
A machine room 101 installed in a hoistway 100 is provided with a governor 10 for operating an emergency stop device 9 in addition to a hoisting machine 4, a diverting pulley 5, and an elevator control device 7. An endless governor rope 12 is wound around a sheave of the governor 10. Governor rope 12 is also wound around a tension sheave 11 located in the lower portion of hoistway 100 that applies tension to governor rope 12.
The governor rope 12 is engaged with the emergency stop device 9 via an operating mechanism 13. Therefore, the governor rope 12 is driven by the movement of the car 1, and the sheave of the governor 10 rotates. The governor 10 includes a catch mechanism that catches the governor rope 12 to stop movement of the governor rope 12 when the descent speed of the car 1 exceeds a prescribed value (e.g., a speed not exceeding 1.4 times the rated speed). The governor speed 10 includes a pendulum mechanism that rotates with the pulley. The pendulum mechanism is driven by centrifugal force, and when the descending speed of the car 1 exceeds a predetermined value, the gripping mechanism is operated to operate.
When the movement of the governor rope 12 is stopped by the governor 10, the operating mechanism 13 stops moving together with the governor rope 12 due to engagement with the governor rope 12. At this time, the car 1 continues to descend. Therefore, the operating mechanism 13 moves upward relative to the car 1. Thereby, the operation mechanism 13 operates the safety device 9. Therefore, the car 1 decelerates and stops urgently.
When the operation test of the emergency stop device is performed as described above, the maintenance terminal device 40 (for example, a portable personal computer) is used, which is connected to the test power supply 30 for releasing the electromagnetic brake 6 and the elevator control device 7 at the time of the emergency stop test, acquires the operation data, confirms the test operation state, and displays the operation procedure. In addition, the operation control of the car 1 may be executed by a command signal from the maintenance terminal device 40 at the time of the emergency stop test.
Here, the emergency stop device 9 includes an operation confirmation switch (not shown) for detecting that the emergency stop device 9 has been operated. The operation confirmation switch is operated in conjunction with a brake member of the emergency stop device 9, and when the emergency stop device 9 operates, the switch is switched from the on state to the off state or from the off state to the on state. A signal from the operation confirmation switch is transmitted to the elevator control device 7, and the elevator control device 7 detects the operation of the emergency stop device 9 in response to the signal. Therefore, the maintenance terminal device 40 can detect the operation of the emergency stop device 9 by receiving the operation data from the elevator control device 7.
The test power supply 30 and the maintenance terminal device 40 are transported to the machine room 101 by a maintenance technician.
As will be described later, the test power supply 30 releases the electromagnetic brake 6 at the time of the emergency stop test, but if an abnormality occurs in the emergency stop device 9 during the test operation, the connection with the electromagnetic brake 6 is cut off. Thereby, the electromagnetic brake 6 enters a braking state, and the car 1 stops.
At the time of the emergency stop test, the limit switch 20 for the test is temporarily disposed between the position of the car 1 before the start of the test run and the bottom of the hoistway 100. If an abnormality occurs during the test operation, the limit switch 20 is operated by a cam 21 provided on the car 1. At this time, the car position detection signal obtained by the limit switch 20 is used (S)2: see fig. 2) to disconnect the electromagnetic brake 6.
The limit switch 20 is provided at a position where the car 1 does not collide with a damper (not shown) provided at the bottom of the hoistway when the car 1 is decelerated and stopped by the electromagnetic brake 6. At the end of the emergency stop test, the limit switch 20 is removed. The cam 21 provided on the car 1 is permanently installed, and operates limit switches for stopping at the end floors, which are always installed on the top floor and the bottom floor.
The limit switch 20 is attached to the guide rail 8 by using a bracket (temporary installation) or the like, as in the case of a normally installed limit switch. As the wiring of the car position detection signal obtained by the limit switch 20, a wiring for a normally installed limit switch can be used. In this case, if the wiring for the normally provided limit switch is electrically connected to the elevator control device 7, a car position detection signal (S) is generated (S)2: refer to fig. 2) is transmitted to the machine room 101 in which the test power supply 30 and the maintenance terminal device 40 are installed via the elevator control device 7.
Fig. 2 is a block diagram showing a circuit configuration of the test power supply 30 in fig. 1.
As shown in fig. 2, the test power supply 30 includes a brake release dc power supply 31 that causes a dc current to flow in the winding of the electromagnetic brake 6. As the brake release DC power supply 31, a rectifier, an AC/DC converter, a storage battery, or the like for converting AC power of a commercial AC power supply introduced into the machine room 101 into DC power can be used.
In addition, the test power supply 30 has brake release connected in series with each otherA power switch 32 between the DC power supply 31 and the electromagnetic brake 6, a timer control contact 33 having a mechanical electrical contact controlled by a timer 35, and a car position detection signal S obtained by a temporarily provided limit switch 20 (FIG. 1)2And the car position signal of the controlled mechanical electrical contact controls contact 34.
The power switch 32 is turned on at the start of the emergency stop test and is maintained in an on state during the test operation.
The timer control contact 33 is in a closed state (on state) at the start of the test operation, but the timer 35 counts the time after the operation of the safety device 9, and when the counted time exceeds a predetermined time (t)s) Then, the timer 35 switches from the closed state to the open state (closed state). When the timer 35 receives the timer start signal S from the maintenance terminal device 401At this time, the timer 35 starts counting time.
The maintenance terminal device 40 receives an operation state confirmation signal from the elevator control device 7 during the emergency stop test, and when detecting that the emergency stop device 9 has been operated based on the operation state confirmation signal, transmits a timer start signal S1A timer 35 sent to the test power supply 30.
In the present embodiment, the maintenance technician operates the elevator control device 7 by a maintenance operation operator (e.g., a maintenance switch) in the elevator control device 7 to start the test operation of the car 1.
Here, the timer 35 receives a timer start signal S1A predetermined time (t) measured thereafters) The following settings are set: when the emergency stop device 9 normally operates to stop the car 1, the time required from the operation of the emergency stop device 9 to the stop of the car 1 is long.
For example, the speed of the car 1 when the emergency stop device 9 is operated, i.e., the test speed (V)0) And the deceleration (a) of the car 1 obtained by the normal operation of the emergency stop device 9, and the braking time (t) from the operation of the emergency stop device 9 to the stop of the car 10) Is denoted by t0＝V0A is calculated. In this situationIn the condition of a predetermined time (t)s) Is set to ts＝t0+ α. Here, α is a time deviation of the braking time due to various conditions of the emergency stop test (α < t)0) The setting is appropriate for each emergency stop test. Therefore, α may be set to 0.
Further, the average value of the actual values may be used as the value of the deceleration a. In this case, the deviation of the deceleration a due to various conditions of the emergency stop test is reflected on the value of α.
The car position signal control contact 34 is in a closed state (on state) at the start of the test run, but can be detected by a car position detection signal S obtained by the limit switch 20 (fig. 1)2Switching from the closed state to the open state (off state). Therefore, when the car 1 reaches the provisional position of the limit switch 20, the car position signal control contact 34 is switched from the closed state to the open state.
Temporary setting position (S) of limit switch 20S: for example, the distance from the test run start position (initial stop position) is set based on the moving distance of the car 1 from the operation of the emergency stop device 9 to the stop of the car 1, that is, the braking distance, when the emergency stop device 9 normally operates to stop the car 1.
E.g. with respect to the above-mentioned test speed (V)0) And deceleration (a), braking distance (S)0) Is shown as S0＝V0 2/(2 a). In this case, the temporary setting position (S) of the limit switch 20S) Is set to SS＝S0+ β. Here, β is a moving distance of the car 1 from the start of the test run until the test speed is reached, a moving distance of the car 1 from the test speed is reached until the safety device 9 is operated, and a distance set according to various conditions of the safety test (for example, "the car 1 is not collided with the shock absorber") and can be appropriately set for each safety test.
In addition, and calculating the braking time t0As in the case of (3), an average value of the actual values may be used as the value of the deceleration a. In this case, the value of β is reflected byThe deviation of the braking distance accompanying the deviation of the deceleration a caused by various conditions in the emergency stop test.
As described above, when the count time of the timer 35 exceeds the predetermined value tsAt this time, the timer control contact 33 is turned off. Therefore, at the time of the emergency stop test, the braking time t even when the normal time is exceeded due to the abnormality of the emergency stop device 90When the car 1 is not stopped, the energization of the electromagnetic brake 6 by the brake release dc power supply 31 is cut off. Thereby, the electromagnetic brake 6 is switched from the released state to the braking state, and the car 1 is stopped by the electromagnetic brake 6.
Further, as described above, when the car 1 reaches the position of the limit switch 20, the car position signal control contact 34 is opened. Therefore, at the time of the emergency stop test, the braking distance S at the time of even exceeding the normal time due to the abnormality of the emergency stop device 90When the car 1 is not stopped, the energization of the electromagnetic brake 6 by the brake release dc power supply 31 is cut off. Thereby, the electromagnetic brake 6 is switched from the released state to the braking state, and the car 1 is stopped by the electromagnetic brake 6.
As described above, in the present embodiment, by using the test power supply 30, even if an abnormality occurs during the emergency stop test, the car 1 can be reliably stopped.
Fig. 3 is a waveform diagram showing a temporal change in the current flowing in the electromagnetic brake 6 due to the test power supply 30 in this embodiment.
The vertical axis represents the brake coil current, i.e. the current flowing in the windings of the electromagnetic brake 6, and the horizontal axis represents time. The solid line indicates the brake coil current from the test power supply 30, and the broken line indicates the normal brake coil current from the brake control device of the elevator control device 7.
As shown in fig. 3, normally, immediately after the electromagnetic brake 6 starts to be energized, a brake coil current larger than a fixed value is applied to switch the electromagnetic brake from a braking state to a released state in a short time. When the braking state is switched to the release state, the test power supply 30 in this embodiment does not need to have high speed, and therefore, a constant current in the normal state can be made to flow to the maximum. Therefore, since the current capacity can be reduced as compared with the conventional brake control device, the size of the test power supply 30 can be reduced. Therefore, the test power supply 30 can be easily carried and set in the machine room 101 (fig. 1).
Fig. 4 is a timing chart showing an example of a change in the speed of the car 1 in the emergency stop test.
When the car 1, which is loaded with a load of a weight corresponding to the rated load amount and stopped at a predetermined position, starts a descending operation by releasing the electromagnetic brake 6 by the test power supply 30, the car 1 is accelerated to a predetermined test speed (in the present embodiment, the rated speed) at a predetermined test acceleration. When the governor 10 (fig. 1) is operated to operate the safety device 9 after the predetermined test speed is reached, the car 1 starts decelerating.
When the emergency stop device 9 is normal, the car 1 does not exceed the predetermined time t after the emergency stop device 9 is operatedsAt the time t0And (5) stopping. In this case, the emergency stop device 9 is judged to be normal.
When an abnormality occurs in the safety device 9, the car 1 passes the predetermined time t after the safety device 9 is operatedsIf the car does not stop thereafter, the timer control contact 33 (fig. 2) is opened, and the car 1 is decelerated and stopped by the electromagnetic brake 6. In this case, the emergency stop device 9 is determined to be abnormal.
When the safety device 9 is normal, the car 1 reaches the predetermined position SSAnd previously stopped. In this case, the emergency stop device 9 is judged to be normal.
In addition, when an abnormality occurs in the emergency stop device 9, the car 1 reaches the predetermined position S even if it reaches the predetermined position SSWhen the car is not stopped, the car position signal control contact 34 (fig. 2) is opened, and the car 1 is decelerated by the electromagnetic brake 6 and stopped. In this case, the emergency stop device 9 is determined to be abnormal.
The timer control contact 33 and the car position signal control contact 34 do not act in conjunction with each other but act independently. Therefore, the car position signal control contact 34 is switched from the closed state to the open state when the car 1 reaches the limit switch 20, regardless of the open/closed state of the timer control contact 33. Therefore, when an abnormality occurs in the safety device 9, the car 1 can be reliably stopped before colliding with the shock absorber.
Fig. 5 is a flowchart showing an emergency stop test method of the present embodiment.
First, before step 1, a maintenance technician places a load having a weight equivalent to a rated load amount in the car 1 stopped at a predetermined position (predetermined floor). The maintenance technician temporarily sets the limit switch 20 at a predetermined position in the hoistway, and prepares the test power supply 30 (connected to the electromagnetic brake 6 and connected to the signal line (for S)1，S2(fig. 2)), setting of the timer 35), and the like.
In step 1, the maintenance technician operates the elevator control device 7 to bring the elevator device into an operable state, and then sets the electromagnetic brake 6 to a released state by the test power supply 30.
In step 2, when the maintenance technician operates the elevator control device 7 with the electromagnetic brake 6 in the released state, the car 1 starts the descending operation and performs the predetermined test speed pattern (test operation acceleration, test speed V)0(rated speed)) down.
In step 3, the car 1 continues to descend, but at this time, the power switch 32, the timer control contact 33, and the car position signal control contact 34 of the test power supply 30 are all closed. After step 3, the maintenance technician monitors the speed of the car 1 by the maintenance terminal device 40.
In step 4, the maintenance technician determines whether the speed of the car 1 has reached the rated speed (equal to the test speed) based on the information on the running state of the car 1 displayed by the maintenance terminal device 40.
If the rated speed has not been reached (no in step 4), the descending operation of the car 1 is continued (step 2), and the maintenance technician continues to monitor the speed of the car 1.
When the rated speed is reached (yes judgment in step 4), the maintenance technician manually operates the governor 10 in step 5.
In step 6 following step 5, the timer 35 in the test power supply 30 responds to the timer start signal S transmitted from the maintenance terminal device 40 to the test power supply 301And starting timing. As described above, when the operation confirmation switch included in the emergency stop device 9 is operated by the operation of the emergency stop device 9, the timer start signal S is transmitted from the maintenance terminal device 401. Therefore, when the emergency stop device 9 is operated by the operation of the governor 10, the timer 35 starts counting time.
In step 7 following step 6, the timer 35 determines whether or not the counted time t is within the predetermined time tsThe above.
When t is less than tsIf the result is positive (no in step 7), the timer 35 continues counting the time (step 6).
When t is tsIn the above case (yes in step 7), that is, after the braking time in the normal state has elapsed, in step 8, the timer 35 opens the timer control contact 33 in the test power supply 30. Thereby, the test power supply 30 cuts off the energization of the electromagnetic brake 6.
In step 9 following step 8, the electromagnetic brake 6 enters a braking state due to the interruption of energization. At this time, if the car 1 does not stop, the car 1 is decelerated and stopped by the electromagnetic brake 6.
After the test operation of the car is started, in step 10, it is determined whether or not the position of the car 1 is at the predetermined position S using the limit switch 20 temporarily installed in the hoistwaySThe above.
If the position of the car 1 is less than SS(no in step 10), that is, if the car 1 has not reached the position of the limit switch 20, the judgment in step 10 is continued. In this case, since the limit switch 20 is not operated by the cam 21 on the car 1, the car position detection signal S obtained by the limit switch 20 is not generated2。
At a position S of the car 1SIn the above case (yes in step 10), that is, when the car 1 reaches the position of the limit switch 20, the car position detection signal S obtained by the limit switch 20 is detected in step 112The car position signal control contact 34 in the test power supply 30 is opened. Thereby, the test power supply 30 is energized to the electromagnetic brake 6.
After step 11, in step 9, the electromagnetic brake 6 enters a braking state due to the interruption of energization. At this time, since the car 1 does not stop even if the braking distance of the safety device 9 in the normal state is exceeded, the car 1 is decelerated and stopped by the electromagnetic brake 6.
According to the above-described embodiment, in the emergency stop test, the energization of the electromagnetic brake 6 by the test power supply 30 for releasing the electromagnetic brake 6 is cut off according to the braking state of the car 1, that is, when the braking distance or the braking time exceeds the normal value. This enables the car 1 to be reliably stopped even if an abnormality occurs during the emergency stop test.
Further, according to the above embodiment, the test power supply 30 for releasing the electromagnetic brake 6 has: a timer control contact 33 (time limit operation contact) controlled by a timer and a car position signal control contact 34 controlled by a car position signal switch these contacts from a closed state to an open state according to the braking state of the car 1. Thus, the energization of the electromagnetic brake 6 is cut off, and even if an abnormality occurs during the emergency stop test, the car 1 can be reliably stopped.
In the above embodiment, at the time of the emergency stop test, the car 1 is lowered in a state where a load corresponding to the rated load amount is applied, and the emergency stop device 9 is operated at the rated speed. This simulates a state close to a normal operating state, and therefore, the presence or absence of an abnormality can be checked with high reliability.
The present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiments are detailed descriptions for explaining the present invention in a manner easy to understand, but are not necessarily limited to configurations including all the descriptions. Further, as for a part of the constitution of the embodiment, it is possible to add, delete, or replace with another constitution.
For example, the elevator apparatus may be a so-called machine room-less elevator in which a traction machine, an elevator control apparatus, and the like are provided in a hoistway.
The timer control contact 33 and the car position signal control contact are not limited to mechanical contacts, and may be electrical contacts.
The limit switch 20 is not limited to a mechanical switch, and may be a switching device including a car position sensor of a photoelectric type or the like.
Description of the reference numerals
1: car, 2: counterweight, 3: main rope, 4: the hoisting machine is provided with a traction sheave,
5: diverting pulley, 6: electromagnetic brake, 7: an elevator control device is provided with a control device,
8: guide rail, 9: emergency stop device, 10: the speed controller is provided with a speed controller,
11: tension pulley, 12: governor rope, 13: the operation mechanism is used for controlling the operation of the device,
20: limit switch, 21: cam, 30: a power supply for testing is provided,
31: brake release dc power supply, 32: a power switch is arranged on the base plate,
33: timer control contact, 34: car position signal control contact, 35: a timer for the time-piece of the electronic device,
40: and maintaining the terminal device.
Claims (11)
1. An elevator emergency stop test method for confirming an operation state of an emergency stop device of an elevator, comprising:
a first step of releasing the electromagnetic brake by the test power supply;
a second step of descending the cage after releasing the electromagnetic brake; and
a third step of operating the emergency stop device when the descending speed of the car reaches a predetermined test speed,
and after the emergency stop device operates, the power supply of the test power supply to the electromagnetic brake is cut off according to the braking state of the car.
2. The elevator emergency stop test method according to claim 1, characterized in that:
when a predetermined time has elapsed after the emergency stop device is operated, the energization of the electromagnetic brake is cut off.
3. The elevator emergency stop test method according to claim 2, characterized in that:
the predetermined time is set based on a braking time of the car of the emergency stop device when an operation state of the emergency stop device is normal.
4. The elevator emergency stop test method according to claim 2, characterized in that:
the power supply to the electromagnetic brake is cut off by opening the time-limit operating contact.
5. The elevator emergency stop test method according to claim 1, characterized in that:
and a control unit configured to control the electromagnetic brake to be energized when the car reaches a predetermined position after the emergency stop device is operated.
6. The elevator emergency stop test method according to claim 5, characterized in that:
the predetermined position is set based on a braking distance for braking the car by the safety device when the operation state of the safety device is normal.
7. The elevator emergency stop test method according to claim 5, characterized in that:
the electromagnetic brake is turned off by opening a contact controlled by a car position signal from a limit switch provided at the predetermined position.
8. The elevator emergency stop test method according to claim 7, characterized in that:
the limit switch is temporarily set during the emergency stop test and removed after the emergency stop test.
9. A power supply for an elevator emergency stop test for releasing an electromagnetic brake at the time of an elevator emergency stop test, comprising:
a direct current power supply capable of energizing the electromagnetic brake;
a first contact controlled to be opened and closed by a timer; and
a second contact controlled to be opened and closed according to the position of the cage,
the electromagnetic brake is electrically conducted with the direct-current power source via the first contact and the second contact,
the first contact and the second contact are connected in series with each other between the direct current power source and the electromagnetic brake.
10. The power supply for use in an elevator emergency stop test as claimed in claim 9, wherein:
when the timer counts a prescribed time, the first contact is switched from the closed state to the open state,
when the car reaches a predetermined position, the second contact is switched from a closed state to an open state.
11. The power supply for elevator emergency stop test as set forth in claim 10, wherein:
the predetermined time is set based on a braking time of the car by the emergency stop device when an operation state of the emergency stop device is normal,
the predetermined position is set based on a braking distance for braking the car by the safety device when the operation state of the safety device is normal.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2020031356A JP2021134042A (en) | 2020-02-27 | 2020-02-27 | Elevator emergency stop test method and elevator emergency stop test power supply |
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| WO2015093217A1 (en) * | 2013-12-17 | 2015-06-25 | 株式会社日立製作所 | Elevator controller and method for controlling same |
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- 2020-11-18 CN CN202011291334.0A patent/CN113307118A/en active Pending
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