JPS6050705B2 - Elevator earthquake operation device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to improvements in equipment for operating elevators during earthquakes.

To protect elevators from earthquakes and ensure passenger safety,
Earthquakes are detected by earthquake sensors and the operation of the J elevator car is controlled.

As an earthquake sensor, a horizontal seismic sensor that detects seismic waves in two horizontal directions is used, but it is not sensitive to vertical waves that arrive as initial tremors. Therefore, it is difficult to take accurate measures against direct earthquakes and distant earthquakes. The present invention is intended to improve the above-mentioned drawbacks, and aims to provide an elevator operating system during an earthquake that makes accurate judgments depending on the nature of the earthquake and ensures the safety of passengers.

An embodiment of the present invention will be described below with reference to FIG.

In the figure, 1 is the output of a vertical seismic device (not shown) that detects seismic waves in the vertical direction, and 2 is a vertical seismic signal that becomes RH when the vertical vibration exceeds a predetermined value, and 2 is the seismic wave in the horizontal direction. The output of a horizontal seismic sensor (not shown) that detects
Horizontal seismic signal that becomes RH when horizontal vibration exceeds a predetermined value, 3 is an artificial reset switch (not shown)
4 is a running signal that becomes RHJ when the car is operated, 4 is a running signal that becomes RH while the car is running, and 5 is a position where the car cannot stop on a floor in the running direction of both end floors of the express zone. (hereinafter referred to as being within the express zone).

) When the RHJ is in a position where it can stop (hereinafter referred to as not in the express zone), the express zone signal becomes RLJ, and 6 is the RL when there are passengers in the car. In-car passenger signals, 7 and 8 are RS flip-flops, 9
is a delay element whose output becomes RH after a certain period of time (for example, 5 seconds) when the input becomes 1HJ, 10 is a D flip-flop, and 11 to 17 are . AND gate, 17a is the output of AND gate 17, and when it reaches 1H, the nearest floor stop signal instructs to stop at the nearest floor, 18 to 22 are NOT gates, 23 is E-0R (exclusive 0R) gate, 24 and 25 are The 0R gate 25a is an emergency gate that commands an emergency stop using the output of the 0R gate 25. A stop signal 26 is an 0R gate, and 26a is an output of the stop signal which instructs a stop signal. Next, the operation of this embodiment will be explained. Under normal conditions, the vertical seismic signal 1 is RLj, so the output Q of the RS flip-flop 7 is RL-output η. has become RHyo.

Naturally, the horizontal seismic signal 2 is also at RL, so the output Q of the D flip-flop 10 is at RL. When an earthquake occurs, initial vertical tremors are usually the first to arrive.
This is detected and the vertical seismic signal 1 is RH. When it comes to J,
RS flip-flop 7 is set and output Q is RH.
j. Output O becomes RLJ. However, the output of the delay element 9 remains RH for, for example, 5 seconds. However, since the output Q of the D flip-flop 10 is RLJ, E-0
Only one input of the R gate 23 becomes RH, and its output becomes RH. At this time, if the car is running, the running signal 4 is RHJ, and if the car is not in the express zone, the express zone signal 5 is RL and NOT gate 2.
The output of 0 becomes RH. Now, the output of the AND gate 14 becomes RH. On the other hand, since the output Q of the D flip-flop 10 is RLJ, the output of the AND gate 11 is 1L.
When the express zone signal 5 is RL, the output of AND gate 12 is also RLJ, and the output of AND gate 13 is also RL.
J, the output 253 of the 0R gate 25 becomes LJ, and the output of the NOT gate 22 becomes RHJ.Then, the output 17a of the AND gate 17 becomes RHJ, and the car is commanded to stop at the nearest floor, which is normal. The car starts decelerating and stops at the nearest floor, and the passenger is rescued.If the car is in the express zone, both the running signal 4 and the express zone signal 5 become RH, and the output of the AND gate 12 becomes RH. The output Q of the RS flip-flop 7 is RH.J and 0.
Since the output of the R gate 24 is r''Hj, the output of the AND gate 13 is also RH, and the output 2 of the 0R gate 25 is
5a also becomes 1H, and the car comes to an emergency stop. At this time, the output of the NOT gate 22 becomes 1LJ, and the nearest floor stop signal 17a becomes RLJ. Next, when the vertical vibration signal 1 becomes RHJ and the output of the delay element 9 becomes RHJ, a horizontal vibration occurs, and the horizontal vibration signal 2 becomes RHJ, the D flip-flop 10 is set. Output Q becomes RHyo.

At this time, the car is running (vertical seismic signal 1 as described above).
Since the running signal 4 is RHJ, the output of the AND gate 11 is RHJ, the output 25a of the 0R gate 25 is also 1H, and the car comes to an emergency stop. (At this time, both inputs of the E-0R gate 23 are RH
Therefore, the output becomes RLJ. ) The RS flip-flop 8 is set by the 0R gate output 25a, and the output Q becomes RHJ. Also, since the car has stopped, the running signal 4 becomes RL, and the output of the NOT gate 18 becomes R.
It becomes Hyo. If there are no passengers in the car, or if there are passengers and they are rescued and there are no more passengers in the car, the in-car passenger signal 6 becomes RLJ, and the output of the NOT gate 19 becomes 1.
Becomes HJ. Now, all the inputs of AND gate 16 are RH! Therefore, the output becomes RHJ, the output 26a of the 0R gate 26 also becomes RHJ, and the car is put out of operation. When the horizontal seismic signal 2 becomes RH and the output Q of the D flip-flop 10 becomes 1HJ, if the car is stopped, the running signal 4 becomes RLJ, so... AND gate 11 is closed and no emergency stop command is issued.

Then, the output of the NOT gate 18 becomes RHJ. On the other hand, the output of the 0R gate 24 is 1H, and the output Q of the RS flip-flop 8 is 5L, so the output of the NOT gate 21 is 1HJ, so the output of the AND gate 15 is R.
The output 26a of the 0R gate 26 also becomes RHJ, and the car remains out of operation. After these earthquake operations are completed, when the reset signal 3 is artificially set to RH, all of the flip-flops 7, 10, and 8 are reset.

That is, as shown in FIG. 2a, when the vertical seismic signal 1 exceeds the set value A at a certain time, normal deceleration is started immediately. If the horizontal seismic signal 2 does not exceed the set value B even after 5 seconds have elapsed since the arrival of the train, it is determined that it is a long-distance earthquake and a command is issued to stop the car at the nearest floor. In addition, as shown in Figure 2b, if the horizontal seismic signal 2 exceeds the set value B at time T3 within 5 seconds from time t1, normal deceleration is started at time T3. There is a system that issues a command to change to an emergency stop. The setting of the above time difference Δt is changed depending on the region in Japan, and the vertical wave transmission velocity ■P and the horizontal wave transmission velocity ■3
Please consider and set the settings.

In the example of the Niigata earthquake, Δt=4.7 seconds at a depth of 40 h. Furthermore, in the case of the Enshunada Earthquake, Suruga Bay Earthquake, and Southern Kanto Earthquake, Δt is expected to be 7 seconds or more in major cities. Furthermore, the magnitude of earthquakes near Jihaibin is generally small, and there is little concern that communication cables will be cut. As a result, initial microtremors can be efficiently detected using the vertical seismic signal 1, the car can be decelerated before violent and large horizontal vibrations occur, and most elevators can be stopped. This increases safety and in particular makes it possible to reduce the number of elevators in which emergency stops occur and passengers are trapped in the cars. FIG. 3 shows another embodiment of the invention.

In the figure, 30 is the 0R gate, and 31 is the RL gate when the car or counterweight is not removed from the guide rail. 32 is a delay element similar to delay element 9 (set time is 5 minutes, for example); 33 is a D flip-flop; 34 is a NOT gate; 35 is an AND gate;
36 is an 0R gate, and 36a is an output of the 0R gate, which serves as an operation stop continuation signal.

Other than the above, it is the same as in FIG. After the operation stop signal 26a becomes 1HJ, the output of the delay element 32 is R for a certain period of time.
At LJ, the output of NOT gate 34 becomes RHJ, and AN
The output of the D gate 35 is RH, and the output 3 of the 0R gate 36
Car 6a also becomes RHJ and the suspension of operation of the car continues.

When the output of the delay element 32 becomes RHJ, the NOT gate 3
The output of 4 becomes RLJ, and the output of AND gate 35 also becomes RL.
It becomes yo. At this time, if the off-rail signal 31 is 1L, the output Q of the D flip-flop 33 is RL,
The output 36a of the 0R gate 36 also becomes RLJ. and,
The suspension of operation is canceled and the operation of the car is automatically resumed.
As a result, in this case, there is no need to wait for the arrival of a specialized engineer, and normal operation is possible after a safety check by low-speed operation or the like by a building management engineer or a firefighter. Therefore, it is possible to extinguish the fire or return to normal building operations within a short time. If the off-rail signal 31 is 1H
If the output of the delay element 32 becomes RH, the output Q of the D flip-flop 33 becomes RH, and the output 36a of the 0R gate 36 becomes RH, and the operation stoppage continues. We will wait for the arrival of shellfish to restore the area. In addition, when restarting operation, the D flip-flop 33
The output 0 of 0R becomes RH, and the output of 0R gate 30 also becomes RH.
J, and each flip-flop 7, 10, 8 is reset. Note that the D flip-flop 33 is reset by a reset signal 3 by manual operation. In addition, the operation setting value A of vertical seismic signal 1 is 2 of 4 on the Meteorological Agency amplitude scale.
If the earthquake is 5 Cal or above, the idea is to stop the elevator, and the magnitude of the vertical component of the earthquake is 0.2 to 0.2 times the magnitude of the horizontal component. Applying what we know to the setting value of the Japan Elevator Association earthquake sensor (horizontal seismic sensor), 80 Cal,
Around 25 Cal is considered appropriate.

FIG. 4 also shows another embodiment of the invention.

In the figure, 40 is an earthquake control panel installed in common for multiple buildings, and 41 is an operation selection device that selectively outputs the emergency stop signal 25a and the nearest floor stop signal 17a, as shown in FIG. 1 or 3. It has the same structure as the corresponding part.

42 to 46 are earthquake operating circuits provided in each elevator of buildings A to E, respectively, and have the same configuration as the corresponding portions in FIG. 1 or 3.

That is, the elevators in each building are controlled simultaneously by the signals 25a and 17a output from the commonly provided operation selection device 41, and the elevators are stopped at the nearest floor or stopped in an emergency.

With this, 10 to 300 elevators can be managed, and the purpose of earthquake control operation can be achieved at low cost. As explained above, in this invention, when the vertical seismic sensor operates, the car is decelerated normally, and when the horizontal seismic sensor operates after a predetermined period of time, the car is brought to a sudden stop. Elevators can be slowed down before large horizontal vibrations occur, reducing damage.

In addition, if the car or counterweight has not come off the rail, operation will be automatically resumed after the car has stopped, so the elevator can be returned to normal operation without having to wait for a specialist engineer to arrive. can.

In addition, vertical and horizontal seismic sensors installed commonly in multiple buildings are used to stop the elevators in the buildings, so the number of expensive earthquake sensors can be reduced and the configuration can be made at low cost. .

[Brief Description of the Drawings] Fig. 1 is a logic circuit diagram showing an embodiment of an elevator earthquake operation system according to the present invention, Fig. 2 is an earthquake waveform diagram for explaining the operation of Fig. 1, and Fig. 3 is a A logic circuit diagram showing another embodiment of the invention, and FIG. 4 is also a block diagram showing another embodiment of the invention. 1...Vertical seismic signal, 2...Horizontal seismic signal, 4...Travel signal, 5...Express zone signal, 6... In-car passenger signal, 7, 8...
...RS flip-flop, 9...delay element,
10...D flip-flop, 11-17...
...AND gate'. 17a...Nearest floor stop signal, 18-22...NOT gate, 23...
...E-0R gate, 24,25...0R
Gate, 25a...Emergency stop signal, 26...
...0R gate, 26a...operation stop signal.

Claims (1)

[Claims] 1. A vertical seismic sensor that detects seismic waves in the vertical direction and emits an output when the seismic waves exceed a set value, and a horizontal seismic sensor that detects seismic waves in the horizontal direction and emits an output when the seismic waves exceed a set value. an elevator comprising a stop circuit that normally decelerates the car when the vertical seismic sensor operates, and then suddenly stops the car when the horizontal seismic sensor operates after a predetermined period of time has elapsed; Earthquake operation device. 2. A vertical seismic sensor that detects seismic waves in the vertical direction and emits an output when it exceeds a set value; a horizontal seismic sensor that detects seismic waves in the horizontal direction and emits an output when it exceeds a set value; A stop circuit that decelerates the car normally when the seismic sensor operates, and then suddenly stops the car when the horizontal seismic sensor operates after a predetermined period of time, and the car or counterweight comes off the guide rail. After the car decelerates normally and stops due to the above-mentioned stop circuit, or suddenly stops, if the above-mentioned rail deviation detection device is not operating, the operation of the above-mentioned car is automatically resumed. An elevator operation device for earthquakes, which is equipped with an operation restart circuit. 3 Vertical seismic sensors that are commonly installed in multiple buildings to detect seismic waves in the vertical direction and emit an output when the seismic waves exceed a set value, and detect other seismic waves in the horizontal direction and emit an output when either seismic wave exceeds the set value. When the horizontal seismic sensor that emits an output and the vertical seismic sensor operate, all elevator cars in the building are decelerated normally, and then after a predetermined period of time, when the horizontal seismic sensor operates. An elevator earthquake operation device comprising a stop circuit that suddenly stops all of the above cars. 4. The elevator earthquake operation system according to any one of claims 1 to 3, wherein the predetermined time for operating the horizontal seismic sensor is set to around 5 seconds. 5. Operation of the elevator during an earthquake according to any one of claims 1 to 3, in which the set value of the vertical seismic sensor is 26 cal or less and the set value of the horizontal seismic sensor is 80 cal or more. Device.