CN109311631B - elevator - Google Patents

Abstract

The present invention is to solve the problem that the redundancy of the brake obtained by the doubled brake cannot be ensured during the brake release operation. The elevator of the present invention includes a car, a plurality of brakes that apply a braking force to the movement of the car, and a controller that controls the braking force of the plurality of brakes. During operation, one or more brakes of the plurality of brakes are released so as to be in a released state in which no braking force is generated; and a car movement control unit configured to prevent any of the plurality of brakes from being released during the rescue operation The braking force of the brake is changed to become a car movement control state in which the moving speed of the car is controlled.

Description

elevator

technical field

The present invention relates to elevators.

Background technique

In a conventional elevator, the electric motor is rotated by the power converter, and the rope is moved up and down through the sheave connected to the electric motor, so that the car connected to the rope can be raised and lowered. When a part of the drive system such as the power converter, the motor, and the encoder connected to the motor fails, the elevator stops. The position where the elevator car stops is between floors, and if the passenger is in the car at this time, the passenger will be closed.

As a method for rescuing a passenger who has been shut down due to such a failure of the drive system, rescue is generally performed by a maintenance operator. In particular, when the weight in the car does not match the counterweight, by manually releasing the brake, the unbalance with the counterweight is used to move the car to the nearest floor, thereby saving passengers. In addition, as described in Patent Document 1, there is a method for early rescue of passengers by using a dedicated terminal for automatically releasing the brake.

prior art literature

Patent Literature

Patent Document 1: International Publication No. 2009/013821

SUMMARY OF THE INVENTION

The technical problem to be solved by the invention

However, as represented by the technique of rescue operation disclosed in Patent Document 1, although the brakes of a general elevator are doubled, a single drive circuit for operating the brakes is used. Therefore, when the brakes are intermittently released and the car is moved during the rescue operation, the redundancy of the brakes cannot be ensured during the rescue operation because both of the dualized brakes are switched on and off intermittently.

Technical solutions adopted to solve technical problems

In order to solve the above problems, the elevator provided by the present invention is characterized in that it includes a car, a plurality of brakes for applying a braking force to the movement of the car, and a controller for controlling the braking force of the plurality of brakes, and the controller includes: a brake a release control unit that releases one or more brakes among the plurality of brakes to be in a released state in which no braking force is generated during the rescue operation; and a car movement control unit that During operation, the braking force of the brake that is not in the released state among the plurality of brakes is changed to be in a car movement control state in which the moving speed of the car is controlled.

Invention effect

According to the present invention, the redundancy of the braking force of the brake can be ensured during the rescue operation.

Description of drawings

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention.

FIG. 2 is a block diagram showing processing of a braking force control unit in one embodiment.

FIG. 3 is a diagram showing an outline of an operation in one embodiment.

Figure 4 is a flow diagram in one embodiment.

Detailed ways

Hereinafter, one embodiment will be described in detail with reference to the drawings.

first embodiment

FIG. 1 is a diagram showing the overall configuration of the elevator in the present invention, and the movement of the car 104 of the elevator is controlled by the elevator controller 100 . The elevator controller 100 includes a braking force control unit 20 in addition to the elevator control unit 2 that controls the operation of the elevator.

The car 104 moves in a hoistway formed in a building across a plurality of floors, and is connected to a counterweight 105 for balancing with the car 104 via a rope. The cage|basket|car 104 is provided with the cage|basket side door which opens and closes by engaging with the hall side door. The movement of the car 104 is performed by driving the pulleys by the motor 103 . Power for driving is supplied to the electric motor 103 by the power converter 101 . The power converter 101 outputs power for controlling the motor according to the car position control command from the elevator controller 100 . In addition, a pulse generator such as a motor encoder is installed on the motor 103, and the elevator controller 100 counts the pulses generated by the rotation of the motor 103, thereby calculating the speed of the motor 103, the moving direction, position, and movement of the elevator shaft of the car 104. distance, etc. are calculated. When the elevator controller wants to brake the car, it outputs a brake power supply stop command and a power supply stop command (not shown). When these stop commands are received, the brake power supply operates the first brake 102A and the second brake 102B, and the power supply cuts off the power supply to the power converter 101 to brake the car 104 . The brake power supply and the power supply are circuits composed of electromagnetic contactors called contactors.

The first brake 102A and the second brake 102B are provided with a brake pad for braking the sheave by frictional sliding, and a solenoid coil for raising the brake pad to secure a gap between the sheave and the brake pad And the iron core (core body) is constituted. Normally, when electric power is supplied to the solenoid coil, the brake pad is raised by electromagnetic force, and the sheave is free to rotate without being restrained by the brake pad. Power is supplied to the solenoid coil via a relay from the brake power supply. Moreover, the 1st brake 102A and the 2nd brake 102B each have an independent structure in a mechanism. Furthermore, the first brake 102A and the second brake 102B are configured so that the current ( The circuit that controls the brake current) changes the braking force. In addition, these 1st brake current control circuit 21A and the 2nd brake current control circuit 21B also have mutually independent structures. The first brake 102A and the second brake 102B each have a braking force sufficient to stop the car 104 and the counterweight 105 even if they are alone.

The first brake current control circuit 21A and the second brake current control circuit 21B include an inverter circuit, an inverter for controlling current or voltage such as a chopper circuit, a Hall CT for detecting the brake current, and a brake current for controlling the brake current. The controller is composed of the elevator controller 100, receives the current command value (brake current command) flowing through the solenoid coil from the elevator controller 100, and controls the brake current according to the command value. In addition, in the present embodiment, as the structure for changing the braking force, the brake structure for changing the braking force according to the current using the solenoid coil is exemplified, but for example, a direct-acting actuator may be used. A brake that changes the braking force according to the distance, and a brake that changes the braking force according to the rotation angle by using a rotating mechanism (shoe brake, etc.). In short, it does not depend on the type of the brake as long as it is a structure that changes the braking force of the brake in accordance with a certain command.

The balance sensor 4 is used to detect the number of passengers in the car. In normal operation, it is used to calculate the torque required to compensate for the weight difference between the car and the counterweight. As the balance sensor, when the car floor is metal, the weight is estimated from the amount of deflection of the car floor using a proximity sensor or the like installed in the car frame. The position sensor 5 is a door zone sensor, and the door zone sensor detects the detection board 6 so as to detect whether the elevator is in a position where the door can be opened.

The safety controller 1 is a controller that constitutes a safety system, which is independent from the elevator controller 100, and brakes the car 104 by turning off the brake power supply and the power supply. The safety controller 1 has a configuration centered on a CPU (Central Processing Unit) that executes processing, and further includes a watchdog timer for detecting abnormality of the CPU, and a circuit for monitoring power supply abnormality. In addition, in order to detect processing abnormality of the CPU, there may be a configuration in which the CPUs are duplexed and compared with each other.

The input of the safety controller 1 is constituted by a detection device 7 for detecting the position, speed, and acceleration of the car, and means (not shown) for detecting the operation of the elevator safety device. The detection device 7 for detecting the position, speed, and acceleration of the car is, for example, a pulse generator that outputs pulses in accordance with the position of the car. In this embodiment, a governor encoder is attached to the governor. Structure. In addition to this, a type of detecting the movement of the car by directly crimping the rollers to the guide rail, a type of detecting the movement of the car by magnetizing the rail, etc. may be used, as long as it is a unit capable of detecting the absolute or relative position of the car. Can.

The output of the safety controller 1 is composed of brake power cutoff outputs 9A and 9B, a power source cutoff output 10, and an information output 23 for detecting the position and speed of the car by the safety controller. The brake power-off outputs 9A and 9B respectively turn off the brake power, and are outputs for operating the first brake 102A and the second brake 102B. Similarly, the power supply OFF output 10 is an output for stopping the electric motor 103 by disconnecting the power supply of the power converter 101 . These outputs are used to brake the car.

FIG. 2 is a block diagram of the braking force control unit 20 , and an overview of the braking force control unit 20 will be described using this diagram. The rescue operation start detection part 30 of the braking force control part 20 is a detection part that detects the rescue operation start command sent from the elevator control part 2 of the elevator controller 100, and starts or stops the rescue operation recognized by the rescue operation start command. The command is sent to the rescue operation control unit 32 . The car position and speed detection unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of the own elevator in the current elevator shaft, and uses the detected values Output to the rescue operation control unit 32 . The rescue operation control unit 32 controls the rescue operation based on the start or stop command of the rescue operation received from the rescue operation start detection unit 30 and the car position and speed information of the elevator of the car number received from the car position and speed detection unit 31 . run for control. The brake release control unit 33 is a control unit that generates a brake raising command for raising one of the brakes (here, the first brake 102A as an example) based on a command from the rescue operation control unit 32 . The car movement control unit 34 is a control for generating a brake car movement permission command to be given to a brake (here, the second brake 102B) that moves the car by releasing the brake, based on a command from the rescue operation control unit 32 . department. More specifically, the brake release control unit 33 outputs to the first brake current control circuit 21A a current command for bringing the first brake 102A into the increased release state. The car movement control unit 34 outputs a current command for moving the car to the second brake current control circuit 21B in order to bring the second brake 102B into the car movement control state.

In addition, the rescue operation control unit 32 stops the braking increase of the first brake 102A when detecting that the car position is traveling too far or is overspeeding based on the car position and speed output from the car position and speed detection unit 31, A braking command is output to the first brake current control circuit 21A in order to bring the first brake 102A in the released state into a braking state in which a braking force is applied to brake the car. In addition, the rescue operation control unit 32 outputs a braking command to the second brake current control circuit 21B in order to change the second brake 102B from the car movement control state to a braking state in which the car is stopped.

3 shows the brake car movement permission command generated by the car movement control unit 34, the brake raising command (brake release command) generated by the brake release control unit 33, and the overspeed generated by the rescue operation control unit 32 in time series. The detection signal, the second brake current command generated by the car movement control unit 34 for moving the car, the first brake current command generated by the brake release control unit 33 for releasing the brake, and the car relation to the speed of the car. In addition, for convenience of description, the time axis is divided into four sections from (a) to (d). In addition, the brake car movement permission command is used for the second brake 102B, and the brake raising command (brake release command) is used for the first brake 102A, but the relationship may be reversed. Hereinafter, the basic operation method will be described in order from the section (a).

In the section (a), the brake car movement permission command and the brake raising command are in the state of 0, that is, the car is in a state where the car is stopped by applying the brakes by the two brakes. As a result, the car speed is zero.

In the section (b), the brake release control unit 33 sets the brake release command to the ON state. Accordingly, the brake release control unit 33 sends a first brake current command to the first brake current control circuit 21A. Electric power is supplied to the first brake 102A from the first brake current control circuit 21A, and the first brake 102A is brought up from the sheave. At this time, the second brake 102B is in contact with the sheave, and since the car is braked by the braking force, the state of the car speed is zero.

In the section (c), the car movement control unit 34 turns on the brake car movement permission command, and the car is moved by the second brake 102B. At this time, the car movement control unit 34 outputs a second brake current command for intermittently releasing the brake to the second brake current control circuit 21B. In response to this command, the second brake current control circuit 21B releases the second brake 102B intermittently, thereby causing the car to move. Therefore, the car speed is generated in section (c). A state in which a mechanical or electrical problem of the second brake 102B and an acceleration of the car have occurred are also illustrated together. In addition, in this embodiment, the second brake current is changed to release the second brake 102B intermittently, but the second brake current can be made a constant current to continuously apply a constant braking force to the sheave through the second brake 102B .

In the section (d), a state in which the rescue operation control unit 32 has detected overspeed is shown. The car position and speed detection unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of the own elevator in the current elevator shaft, and outputs the detected values . When the detected value is overspeed, the rescue operation control unit 32 increases the overspeed detection command, and sets the brake car movement permission command and the brake increase command to 0. As a result, the current commands given to the first brake current control circuit 21A and the second brake current control circuit 21B are set to 0, and the car is braked. At this time, the second brake 102B may not be able to brake the car due to some problem, but the car can be braked more safely by braking with the first brake 102A on standby.

FIG. 4 shows a flowchart of rescue operation control. In step S101 , the rescue operation control unit 32 determines whether the rescue operation start command output from the rescue operation start detection unit 30 is on (start) or off (stop). When the rescue operation start command is turned off, the process ends. When the rescue operation start command is ON, it transfers to step S102. The conditions for turning on the rescue operation start command are generally set such that the passenger is trapped in the car and the motor or the like cannot be driven due to some abnormality. In addition, although it is called a rescue operation, this control can be performed also in the state where a rescue operation is required when a passenger is not necessarily confined in a cage|basket|car.

In addition, as an operating condition at this time, it is also necessary for the brake to operate normally. The conditions for turning off the rescue operation start command are set as follows: during normal operation, when the rescue operation is being carried out, and when the door can be opened to the position of the nearest floor, or when an abnormality of the brake is detected.

In step S102, it is determined whether or not the car speed V is zero. When the car speed V output by the car position/speed detection unit 31 is 0, the rescue operation control unit 32 determines that the car is in a stopped state and the rescue operation can be started, and proceeds to step S104. When the car speed V is not 0, the car is moving for some reason, so the process proceeds to step S103 for stopping the car.

In step S103, the rescue operation control unit 32 sets the brake car movement permission command and the brake raising command to 0, and performs braking using the two brakes.

In step S104 , the brake release control unit 33 turns ON the brake raise command for releasing the brake on one side, and transmits the current command to the brake current control circuit of the side to be released.

In step S105, it is detected that the brake raised in step S104 is in a raised state. It is generally detected that the brake is raised using a switch for detecting the mechanical action of the brake, such as a brake detection switch. In addition, the increase of the brake may be either one, but for example, it may be switched alternately so that the first brake 102A is used for the first operation and the second brake 102B is used for the next operation. By alternately switching in this way, the wear of the first brake 102A and the second brake 102B can be equalized. In addition, in step S105, when the brake raise is not detected, since the normal operation of the brake which is scheduled to raise cannot be expected, the present operation is stopped. More specifically, it transfers to step S103.

In step S106, the car movement control unit 34 turns on the brake car movement permission command. A current command is sent from the car movement control unit 34 to a brake current control circuit connected to a brake that controls movement of the car. At this time, the current command is set and transmitted so that the car becomes a predetermined speed as a target value. In addition, the predetermined speed is a speed lower than the speed detected as an overspeed value described later.

In step S107, based on the speed of the car calculated by the car position/speed detection unit 31, the rescue operation control unit 32 detects that the car is overspeeding. When the current car speed is larger than the overspeed value, the process proceeds to step S108.

In step S108, the rescue operation control unit 32 raises the overspeed detection command, and sets the brake car movement permission command and the brake raising command to zero. Accordingly, the current command given to each brake current control circuit becomes 0, the brake is not attracted to brake the sheave, and the car is braked. In this case, the car is braked and rescue is carried out by calling a maintenance person. In addition, the overspeed value can be set below the speed at which the governor operates. Furthermore, for the purpose of safety, braking in a low-speed state has little effect on the passenger of acceleration changes, so it can be set in accordance with, for example, the maintenance operation speed and the operation speed during construction. In addition, although the example of an overspeed is shown in this step, for example, the threshold value may be set as the car position, and the brake may be applied according to the overrunning of the car. When the speed of the car is lower than the overspeed value, the process proceeds to step S109.

In step S109, the car position and speed detection unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of the own elevator in the current elevator shaft, and rescues The operation control unit 32 determines whether or not the car has reached the nearest floor. When it arrives at the nearest floor, it transfers to step S110.

In step S110, the rescue operation control unit 32 sets the brake car movement permission command and the brake raising command to 0, thereby bringing the two brakes into a braking state and making the car stand still. The rescue operation control unit 32 releases the car door and ends the rescue operation. When the nearest floor is not reached, the process returns to step S107.

According to the above configuration, the elevator controller can secure the braking force of the standby brake by preparing the brake in the standby state in which the braking force is not applied during the rescue operation. Therefore, when the other brakes are used to control the braking force to move the car, even if the car is in an overspeed state and cannot be braked by the other brakes, it is possible to use the brake that ensures the standby of the braking force. Apply the brakes to bring the car to a safe stop.

In addition, since both the dualized brakes are opened and closed intermittently, the wear of the shoe portions of the brakes progresses simultaneously. Due to wear and tear, the braking force of the brake is reduced. According to the progress of wear, the speed of the car will move faster than expected. Sometimes it is difficult to control the speed of the car by repeatedly releasing the brake. The part will eventually fail to brake the sheave, so that the car cannot stop at the specified position. In the present embodiment, as described above, the redundancy of the braking force of the brake can be ensured even during the rescue operation, so that the occurrence of the above-mentioned situation can be suppressed.

In the present embodiment, the description has been given in the case where the brakes are two of the first brake 102A and the second brake 102B, but three or more brakes can be implemented. Even when one or more of the brakes are released, it can be implemented as long as the remaining brakes can brake the car.

Label description

1 Safety Controller

2 Elevator Control Department

4 Balance sensor

5 position sensor

7 Detection device for detecting the position, speed and acceleration of the car

20 Brake force control section

100 Elevator Controller

102A 1st brake

102B 2nd brake

Claims (6)

1. An elevator, characterized in that, including a car, a plurality of brakes that apply a braking force to movement of the car, and a controller that controls the braking force of the plurality of brakes, The controller includes: a brake release control unit that releases one or more of the plurality of brakes to be in a released state in which no braking force is generated during the rescue operation; and a car movement control unit, The car movement control unit is in a car movement control state for controlling the movement speed of the car by changing the braking force of the brake that is not in the released state among the plurality of brakes during the rescue operation, The braking current command from the controller is received by a brake current control circuit independently provided corresponding to the plurality of brakes, so that the braking force of each brake can be changed, and the brake in the released state and the car movement control can be controlled. The state of the brake alternately switches. 2. elevator as claimed in claim 1 is characterized in that, comprising a movement detection unit that detects movement of the car, The controller includes: a car position/speed detection unit that detects the moving speed of the car based on the movement detection unit; and a rescue operation control unit that is based on The moving speed of the car sent from the car position and speed detection unit controls the rescue operation, The rescue operation control unit causes the brake in the released state to generate a braking force to stop the car when the moving speed of the car detected by the car position/speed detection unit exceeds a threshold value. braking status. 3. The elevator of claim 2, wherein When the moving speed of the car detected by the car position/speed detection unit exceeds a threshold value, the rescue operation control unit sets the brake in the car movement control state to the braking state. 4. The elevator of claim 2, wherein The rescue operation control unit causes all of the plurality of brakes to be in the braking state when the position of the car detected by the car position/speed detection unit is at the leveling position. 5. The elevator of claim 2, wherein The braking force of the plurality of brakes includes at least a braking force capable of braking the car even if one of the plurality of brakes is released. 6. The elevator of claim 5, wherein The plurality of brakes are two brakes each having a braking force capable of braking the car independently.

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