JP5031767B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator apparatus that reduces the deceleration of a car when the car is suddenly stopped.

  In a conventional elevator braking device, during emergency braking, the braking force of the electromagnetic brake is controlled based on the deceleration command value and the speed signal so that the car deceleration becomes a predetermined value (see, for example, Patent Document 1). .

JP-A-7-157211

  In the conventional brake device as described above, even when it is desired to stop the car immediately, for example, when the control unit for controlling the deceleration fails, the deceleration of the car is always controlled when a sudden stop command is issued. Since it tries to do, there is a possibility that the stop distance becomes long.

  The present invention has been made to solve the above-described problems. When a sudden stop command for a car is generated, the operation of the brake device is reduced depending on whether the car deceleration is reduced or the car is immediately stopped. It is an object of the present invention to provide an elevator apparatus that can be easily switched.

  The elevator apparatus according to the present invention includes a car, a brake device that stops the traveling of the car, and a plurality of contacts connected in series with each other, and at least one of the contacts is opened to release the car by the brake device. A safety circuit for sudden stop, and a deceleration reduction brake control unit for reducing the deceleration of the car by reducing the braking force of the brake device when the car is suddenly stopped by the brake device. A disabling contact that is one contact and an enabling contact that is at least one contact excluding the disabling contact are included, and the safety circuit is controlled by the deceleration reduction brake control unit when the disabling contact is opened. When the deceleration reduction control is disabled and the enabling contact is open and the disabling contact is closed, the deceleration reduction brake control unit It is configured to activate.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a circuit diagram which shows the control circuit for controlling the brake device of FIG. It is a circuit diagram which shows the safety circuit of the elevator apparatus of FIG. It is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention. It is a circuit diagram which shows the control circuit for controlling the brake device of FIG. FIG. 6 is a circuit diagram showing a circuit for driving the main contact of FIG. 5.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. The car 1 and the counterweight 2 are suspended in the hoistway by the main rope 3, and are raised and lowered in the hoistway by the driving force of the hoisting machine 4. The hoist 4 includes a drive sheave 5 around which the main rope 3 is wound, a motor 6 that rotates the drive sheave 5, and braking means 7 that brakes the rotation of the drive sheave 5.

  The braking means 7 includes a brake wheel 8 that is rotated integrally with the drive sheave 5, and a brake device 9 that brakes the rotation of the brake wheel 8. The brake device 9 includes a brake shoe 10 that contacts and separates from the brake wheel 8, a brake spring 11 that presses the brake shoe 10 against the brake wheel 8, and a brake coil that opens the brake shoe 10 against the brake wheel 8 against the brake spring 11. 12.

  The motor 6 is provided with a speed detector 13 that generates a signal corresponding to the rotational speed of the rotating shaft, that is, the rotational speed of the drive sheave 5. As the speed detector 13, for example, an encoder or a resolver is used.

  The elevator control device 14 includes a power conversion device 15 such as an inverter, an operation control unit 17 that controls the operation of the car 1, and a main brake control unit 18 that controls the brake device 9. The power conversion device 15 supplies power to the motor 6. The operation control unit 17 controls the power conversion device 15 and the main brake control unit 18 in accordance with a signal from the speed detector 13. The main brake control unit 18 controls the brake device 9 in accordance with a command from the operation control unit 17.

  The deceleration reduction brake control unit 19 is connected to the brake coil 12 in parallel with the main brake control unit 18 and can reduce the braking force of the brake device 9 independently of the main brake control unit 18.

  When the car 1 is stopped at the stop floor during normal operation, the main brake control unit 18 causes the brake device 9 to perform a braking operation and keeps the car 1 stationary. Further, when a command for suddenly stopping the car 1 is issued while the car 1 is traveling, the main brake control unit 18 causes the brake device 9 to perform a braking operation. However, if the deceleration of the car 1 is greater than or equal to a predetermined value at this time, the braking force of the brake device 9 is reduced by the deceleration reduction brake control unit 19 so that the deceleration of the car 1 does not exceed the predetermined value. Controlled. The deceleration reduction brake control unit 19 obtains and monitors the deceleration of the car 1 based on the signal from the speed detector 13.

  The elevator control device 14 includes a first computer having an arithmetic processing unit (CPU), a storage unit (ROM, RAM, hard disk, etc.) and a signal input / output unit. The functions of the operation control unit 17 and the main brake control unit 18 are realized by the first computer.

  The deceleration reduction brake control unit 19 includes a second computer having an arithmetic processing unit (CPU), a storage unit (ROM, RAM, hard disk, etc.) and a signal input / output unit. The function of the deceleration reduction brake control unit 19 is realized by the second computer.

  An upper end switch 41 is provided near the upper terminal floor in the hoistway. A lower end point switch 42 is provided near the lower terminal floor in the hoistway. In addition, a plurality of car position detection switches 43 for detecting the absolute position of the car 1 are provided in the hoistway. Furthermore, a governor switch 44 for detecting the overspeed of the car 1 is provided at the upper part of the hoistway. Furthermore, the car 1 is provided with a car door switch 45 for detecting the open / closed state of the car door.

  Signals from the switches 41 to 45 are input to the safety circuit body 40. The car position detection switch 43 is a switch used in the terminal floor forced reduction device. When the speed of the car 1 becomes higher than an overspeed pattern set in advance according to the car position, the car 1 is moved by the safety circuit body 40. Suddenly stopped. Further, the overspeed pattern in the terminal floor forced deceleration device is set so as to gradually decrease as the car 1 approaches the upper and lower terminal floors of the hoistway.

  FIG. 2 is a circuit diagram showing a control circuit for controlling the brake device 9 of FIG. A main brake control unit 18 and a deceleration reduction brake control unit 19 are connected to the brake coil 12 in parallel. That is, if power is supplied from at least one of the main brake control unit 18 and the deceleration reduction brake control unit 19, the braking force of the brake device 9 is released.

  The main brake control unit 18 supplies power to the brake coil 12 from the first power supply 22 by closing the pair of main contacts 21. A first semiconductor switch 23 such as a MOS-FET is connected between the first power supply 22 and the main contact 21. The first semiconductor switch 23 generates an average voltage corresponding to the ratio of ON-OFF time by switching at high speed (step-down chopper). The first semiconductor switch 23 is controlled by a command signal generated by the first computer of the elevator controller 14.

  The first freewheeling diode 24 is connected to the first power supply 22 in parallel with the brake coil 12. The first freewheeling diode 24 protects the circuit from the counter electromotive force generated in the brake coil 12.

  The deceleration reduction brake control unit 19 supplies power to the brake coil 12 from the second power supply 26 by closing the pair of deceleration control contacts 25. A second semiconductor switch 27 such as a MOS-FET and a resistor 29 as a current limiting resistor are connected between the second power supply 26 and the deceleration control contact 25. The second semiconductor switch 27 generates an average voltage corresponding to the ratio of ON-OFF time by switching at high speed (step-down chopper). The second semiconductor switch 27 is controlled by a command signal generated by the second computer of the deceleration reduction brake control unit 19.

  The resistor 29 limits the current flowing through the brake coil 12 even when an ON failure occurs in the second semiconductor switch 27. The second freewheeling diode 28 is connected to the second power supply 26 in parallel with the brake coil 12. The second freewheeling diode 28 protects the circuit from the counter electromotive force generated in the brake coil 12.

  A circuit in which a diode 30 and a resistor 31 are connected in series is connected to the brake coil 12 in parallel. The circuit composed of the diode 30 and the resistor 31 quickly consumes the back electromotive force generated in the brake coil 12 when the main contact 21 or the deceleration control contact 25 is opened.

  FIG. 3 is a circuit diagram showing a safety circuit of the elevator apparatus of FIG. The safety circuit body 40 is provided with a deceleration control relay coil 25a that turns on the deceleration control contact 25 and a safety relay coil 49 that permits the car 1 to be activated.

  The safety relay coil 49 includes a contact 41a of the upper end switch 41, a contact 42a of the lower end switch 42, a contact 43a of the car position detection switch 43, a contact 44a of the governor switch 44, a contact 45a of the car door switch 45, and each floor. A plurality of landing door switch contacts 46 for detecting the opening and closing of the landing doors, a contact point 47 for detecting the opening and closing of a rescue outlet provided on the ceiling of the car 1, and a stop switch for preventing the car 1 from being activated during maintenance. Are connected in series.

  The contact 41a is opened when the car 1 reaches the position of the upper end switch 41. The contact 42a is opened when the car 1 reaches the position of the lower end switch 42. The contact 43a is opened when the car 1 reaches the position of the car position detection switch 43. The contact 44a is opened when an overspeed of the car 1 is detected by the governor. The contact 45a is opened when the car door is opened.

  The deceleration control relay coil 25a is connected in parallel to the contacts 46 to 48 that are the enabling contacts and the safety relay coil 49, and is connected in series to the contacts 41a to 45a that are the disabling contacts. Therefore, when all the contacts 41a to 48 are closed, the safety relay coil 49 is energized and the car 1 is allowed to start. Further, when at least one of the contacts 41a to 48 is opened, the supply of power to the power conversion device 15 and the main brake control unit 18 is cut off, and the car 1 is suddenly stopped. The operation control unit 17 also monitors the state of the safety relay coil 49, and when the safety relay coil 49 is de-energized, a command to stop the activation of the car 1 is output from the operation control unit 17.

  Further, when at least one of the contacts 41a to 45a is opened, not only the safety relay coil 49 but also the deceleration control relay coil 25a is de-energized, so that the deceleration reduction brake control unit 19 performs braking. It is disconnected from the coil 12 and the deceleration reduction control by the deceleration reduction brake control unit 19 is invalidated.

  Furthermore, when at least one of the contacts 46 to 48 is opened while the contacts 41a to 45a are closed, the safety relay coil 49 is deactivated, but the deceleration control relay coil 25a is energized. Therefore, the deceleration reduction control by the deceleration reduction brake control unit 19 is performed.

  In such an elevator apparatus, when the contacts 41a to 45a which are invalidation contacts are opened, the deceleration reduction control by the deceleration reduction brake control unit 19 is invalidated, and the validation contacts 46 to 48 are opened and the invalidation contact. When 41a to 45a are closed, the deceleration reduction control by the deceleration reduction brake control unit 19 is validated. Therefore, when the car 1 is suddenly stopped, the car 1 is decelerated. The operation of the brake device 9 can be easily switched between when 1 is stopped immediately.

  Further, since the deceleration control relay coil 25a is connected in series to the invalidation contacts 41a to 45a and in parallel to the activation contacts 46 to 48, the deceleration reduction control is enabled / disabled with a simple configuration. Can be switched.

  In addition, since the contact 45a of the car door switch 45 is set as a disabling contact, if the car door is opened while the car 1 is running, the car 1 can be immediately moved to the shortest distance without performing deceleration reduction control. Can be stopped.

  Furthermore, since the contact 44a of the governor switch 44 is set as a disabling contact, the brake shoe 10 remains separated from the brake vehicle 8 by any chance because the deceleration control brake control unit 19 breaks down. When the car 1 reaches an overspeed, the car 1 can be stopped immediately.

  In addition, since the contact 43a of the car position detection switch 43 is set as an invalidation contact, even if the brake reduction unit 19 is decelerated and the brake shoe 10 remains separated from the brake car 8, When the car 1 reaches the position of the car position detection switch 43, the car 1 can be immediately stopped at the shortest distance.

  Furthermore, since the contacts 41a and 42a of the end point switches 41 and 42 are invalidated contacts, even when the deceleration reduction brake control unit 19 breaks down, the car 1 reaches the position of the end point switches 41 and 42. The car 1 can be immediately stopped at the shortest distance. Therefore, the car 1 does not enter the end of the hoistway while accelerating.

  Furthermore, since the deceleration reduction brake control unit 19 controls the brake device 9 independently of the main brake control unit 18, the emergency braking operation can be performed more reliably and quickly while suppressing deceleration during emergency braking. Can be started.

Embodiment 2. FIG.
Next, FIG. 4 is a block diagram showing an elevator apparatus according to Embodiment 2 of the present invention. In the figure, the elevator control device 14 includes a power conversion device 15, an operation control unit 17, and a brake control unit 20.

  The brake control unit 20 holds the stationary state of the car 1 by the brake device 9 when the car 1 is stopped. Moreover, the brake control part 20 will perform the braking operation of the brake device 9, if the command which stops the car 1 suddenly is issued. However, at this time, if the deceleration of the car 1 is greater than or equal to a predetermined value, the braking force of the brake device 9 is reduced and control is performed so that the deceleration of the car 1 does not exceed the predetermined value. The brake control unit 20 monitors the deceleration of the car 1 based on the information from the operation control unit 17.

  Thus, the brake control unit 20 of the second embodiment has both functions of the main brake control unit 18 and the deceleration reduction brake control unit 19 of the first embodiment. That is, in the second embodiment, the brake control unit 20 is a deceleration reduction brake control unit.

  FIG. 5 is a circuit diagram showing a control circuit for controlling the brake device 9 of FIG. The control circuit in FIG. 5 is the same as the circuit in which the deceleration reduction brake control unit 19 is removed from the control circuit in FIG. The semiconductor switch 23 is controlled by a command signal generated by a computer of the elevator control device 14. Furthermore, the safety circuit of the second embodiment is configured in the same manner as in FIG.

  FIG. 6 is a circuit diagram showing a circuit for driving the main contact 21 of FIG. The contact 25b is opened by deactivating the deceleration control relay coil 25a of the safety circuit, and is closed by energizing the deceleration control relay coil 25a. A contact 50 and a main contact coil 21a are connected in series to the contact 25b. The contact 50 is opened and closed in response to a drive command from the operation control unit 17. That is, when a driving command is output from the operation control unit 17, the contact 50 is closed. When the main contact coil 21a is energized, the main contact 21 is closed, and when the main contact coil 21a is de-energized, the main contact 21 is opened.

  Accordingly, when the deceleration control relay coil 25a is energized, the contact 25b is closed, and a drive command is output from the operation control unit 17, the brake control during normal operation and the deceleration during emergency operation are performed. Reduction control can be implemented.

  On the other hand, when the contact 25b is opened, the main contact 21 is opened, so that the car 1 is suddenly stopped and the deceleration reduction control is invalidated.

  Even when the brake control unit 20 serves as both the main brake control unit and the deceleration reduction brake control unit, the deceleration of the car 1 is reduced when the car 1 suddenly stops. The operation of the brake device 9 can be easily switched when the machine 1 is stopped immediately.

In the above example, the deceleration of the car 1 is obtained based on the signal from the speed detector 13 provided in the motor 6. For example, the speed detector provided in the governor or the acceleration sensor provided in the car. The deceleration of the car may be obtained based on the output from the above.
In the above example, the deceleration reduction control is performed by calculation processing by a computer of the deceleration reduction brake control unit, but may be performed by an electric circuit that processes an analog signal.
Further, in the above example, it is detected by the signals from the end point switches 41 and 42 that the car 1 is located in the vicinity of the terminal floor. For example, the speed detector provided in the governor or the hoisting machine is provided. You may detect based on the car position information calculated | required based on the signal from a speed detector etc.
Furthermore, in the above example, the brake device 9 is provided in the hoisting machine 4, but may be provided in another position. That is, the brake device may be, for example, a car brake mounted on a car, a rope brake that holds the main rope and brakes the car.
Moreover, you may use the brake device which has several brake shoes which perform a braking / release operation | movement each independently.
Furthermore, the numbers of invalidation contacts and validation contacts are not particularly limited.

Claims (5)

Basket,
A brake device for stopping the traveling of the car,
A safety circuit that has a plurality of contacts connected in series with each other, and that at least one of the contacts is opened to suddenly stop the car by the brake device; and A deceleration reduction brake control unit that reduces the braking force of the brake device to reduce the deceleration of the car when stopped;
The safety circuit is provided with a deceleration control relay coil that, when energized, activates the deceleration reduction control by the deceleration reduction brake control unit,
The contacts include an invalidation contact that is at least one preselected contact and an validation contact that is at least one contact excluding the invalidation contact,
The deceleration control relay coil is connected in series to the disabling contact and connected in parallel to the enabling contact,
The safety circuit invalidates the deceleration reduction control by the deceleration reduction brake control unit when the invalidation contact is opened, and when the validation contact is opened and the invalidation contact is closed, the safety circuit The elevator apparatus comprised so that the deceleration reduction control by a deceleration reduction brake control part may be validated.   The elevator apparatus according to claim 1, wherein the disabling contact includes a contact of a car door switch that is opened when the car door is opened.   The elevator apparatus according to claim 1, wherein the invalidation contact includes a contact of a governor switch that is opened when an overspeed of the car is detected.   The elevator apparatus according to claim 1, wherein the invalidation contact includes a contact of a car position detection switch used in a terminal floor forced reduction gear.   The elevator apparatus according to claim 1, wherein the invalidation contact includes a contact of an end point switch installed in the vicinity of a terminal floor of the hoistway.

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