CN112520531A - Elevator and control method of elevator - Google Patents
Elevator and control method of elevator Download PDFInfo
- Publication number
- CN112520531A CN112520531A CN202010319567.0A CN202010319567A CN112520531A CN 112520531 A CN112520531 A CN 112520531A CN 202010319567 A CN202010319567 A CN 202010319567A CN 112520531 A CN112520531 A CN 112520531A
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- CN
- China
- Prior art keywords
- emergency stop
- speed
- movement
- car
- lifting body
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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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
- B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
- B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
- B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges
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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
- B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
- B66B5/044—Mechanical overspeed governors
Abstract
The invention provides an elevator and a control method of the elevator, which can easily perform the recovery operation of an emergency stop device. The elevator is provided with a lifting body (120), guide rails (201A, 201B), an emergency stop device (5), a speed detection unit (51), a moving direction detection unit (52), and an action determination device (190). A speed detection unit (51) detects the moving speed of the vertically movable body (120). A moving direction detection unit (52) detects the direction of the moving direction of the vertically movable body (120). The operation determination device (190) operates the emergency stop device (5) when the moving speed of the lifting body (120) is equal to or more than a predetermined multiple of the rated speed and the moving direction is a descending movement based on the speed information and the detection information.
Description
Technical Field
The present invention relates to an elevator including an emergency stop device for stopping an elevator body in an emergency, and a method of controlling the elevator.
Background
Generally, a hoist type elevator includes: a main sling connecting the car and the balance weight; and a traction machine wound around the main sling. In addition, the elevator defines: as the safety device, an emergency stop device is provided which automatically stops the operation of the car when the speed of the car moving up and down along the guide rail exceeds a predetermined value.
As a technique related to such an emergency stop device, for example, there is a technique described in patent document 1. Patent document 1 describes an apparatus including: an electrically-driven 1 st emergency stop unit provided in the car and acting on a longitudinal rail provided along a movement trajectory of the car in the longitudinal travel path; and an electrically-operated 2 nd emergency stop means provided in the car and acting on a cross rail which does not exist along the movement path of the car in the cross travel path.
In an elevator, a plurality of lifting bodies composed of a car and a balance weight connected by a main suspension cable perform ascending movement and descending movement in a lifting passage. Further, an emergency stop device for braking the ascending and descending movement is provided to each of the plurality of ascending and descending bodies. The safety device of the elevator is characterized by comprising the following elements: an electrically-driven 1 st emergency stop unit provided in the car and acting on a longitudinal rail provided along a movement trajectory of the car in the longitudinal travel path; and an electrically-operated 2 nd emergency stop means provided in the car and acting on a transverse rail provided along a movement path of the car in the transverse travel path.
Documents of the prior art
Patent document
Patent document 1: JP 2009-143654A
However, in the technique described in patent document 1, when the emergency stop device of one vertically movable body that is moved down is operated, the emergency stop device of the other vertically movable body that is connected by the wire and moved up is also operated. In addition, the emergency stop device of one of the vertically movable bodies moves downward, and the guide rail is held by the wedge-shaped brake member, thereby generating a braking force. However, since the other vertically movable body is moving upward, no braking force is generated in the emergency stop device.
In the recovery operation, the vertically movable body needs to be raised, but when one vertically movable body is raised, the other vertically movable body is lowered. Therefore, the emergency stop device of the other vertically movable body that does not generate the braking force generates the braking force by performing the downward movement. Therefore, in the technique described in patent document 1, the recovery operation after the operation of the emergency stop device becomes complicated.
Disclosure of Invention
In view of the above-described problems, an object of the present invention is to provide an elevator and a control method of an elevator, which can easily perform a recovery operation of an emergency stop device.
In order to solve the above problems, an elevator includes a vertically movable body, a guide rail, an emergency stop device, a speed detection unit, a moving direction detection unit, and an operation determination device. The lifting body performs lifting movement and descending movement in the lifting channel. The guide rail supports the lifting body in a liftable manner. The emergency stop device is arranged on the lifting body, is provided with a wedge-shaped brake piece for clamping the guide rail, and brakes the movement of the lifting body. The speed detection unit detects the moving speed of the lifting body. The movement direction detection unit detects a direction of the movement direction of the lifting body. The operation determination device acquires the speed information detected by the speed detection unit and the detection information detected by the moving direction detection unit, and controls the emergency stop device. The operation determination device operates the emergency stop device when the moving speed of the ascending/descending body is equal to or more than a predetermined multiple of the rated speed and the moving direction is the descending movement, based on the speed information and the detection information.
In addition, the control method of the elevator comprises the following steps (1) to (3).
(1) The moving speed of the elevating body which performs ascending movement and descending movement in the elevating channel is detected.
(2) The direction of the moving direction of the lifting body is detected.
(3) When the moving speed of the lifting body is more than a given time of the rated speed and the moving direction is descending movement, an emergency stop device arranged on the lifting body is operated to brake the lifting body.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the elevator and the elevator control method having the above-described configuration, the recovery operation of the emergency stop device can be easily performed.
Drawings
Fig. 1 is a schematic configuration diagram showing an elevator according to embodiment 1.
Fig. 2 is a front view showing a car of an elevator according to embodiment 1.
Fig. 3 is a perspective view showing a brake mechanism of an emergency stop device in an elevator according to embodiment 1.
Fig. 4 is a flowchart showing an example of an emergency stop operation of the elevator according to embodiment 1.
Fig. 5 is a schematic configuration diagram showing an elevator according to embodiment 2.
Fig. 6 is a flowchart showing an example of an emergency stop operation of the elevator according to embodiment 2.
Description of reference numerals
1. 300
5. 315a
6. 315b
10A, 10B, 10c
Working mechanism
12
A brake member
51. 351A
52. 352a
100
A lifting channel
120.. the car (1 st elevating body)
130. 307, 308
170. A control device (action determining device)
190. 390a
201A, 201B, 201C, 310A, 310B, 310C
302. 303
304. 305.. lower pulley
307a, 307a
307b, 308b
320a.. the 1 st car (the 1 st elevating body)
320b.. 2 nd cage (2 nd elevating body)
351B.. 2 nd speed detection part
352b.. 2 nd movement direction detecting section
390b.. 2 nd motion determination device
401.. connecting part
An abnormality detection unit
Detailed Description
An elevator and a control method of an elevator according to an embodiment will be described below with reference to fig. 1 to 6. In the drawings, the same reference numerals are given to the common members.
1. Embodiment 1
1-1 structural example of elevator
First, the structure of an elevator according to embodiment 1 (hereinafter referred to as "the present example") will be described with reference to fig. 1 and 2.
Fig. 1 is a schematic configuration diagram showing a configuration example of an elevator of this example. Fig. 2 is a front view showing the car.
As shown in fig. 1, the elevator 1 of the present example performs an elevating operation in an elevating path 110 formed in a building structure. The elevator 1 includes: a car 120 showing an example of the 1 st vertically movable body; a main sling 130; and a counterweight 140 showing an example of the 2 nd elevating body. The elevator 1 further includes a hoisting machine 100, a 1 st emergency stop device 5, and a 2 nd emergency stop device 6. The elevator 1 is a bucket elevator in which a car 120 as a 1 st elevator body and a counterweight 140 as a 2 nd elevator body are connected via a main rope 130.
In this example, the example in which the counterweight 140 is used as the 2 nd vertically movable body has been described, but the present invention is not limited to this, and a car may be used as the 2 nd vertically movable body.
The elevator 1 includes a control device 170 and a steering wheel 150. In addition, the hoistway 110 is formed in a building structure, and a machine room 160 is provided at the top thereof.
The hoisting machine 100, the diverting pulley 150, and the control device 170 are disposed in the machine room 160. The control device 170 outputs a control signal to the hoisting machine 100 and the car 120. The rope sheave of the drawing in the traction machine 100 is wound around the main hoisting rope 130. A return pulley 150 on which the main rope 130 is mounted is provided near the hoisting machine 100.
One end of the main rope 130 is connected to the upper part of the car 120, and the other end of the main rope 130 is connected to the upper part of the counterweight 140. The traction machine 100 is driven to raise and lower the car 120 and the counterweight 140 in the hoistway 110. The car 120 as the 1 st elevator and the counterweight 140 as the 2 nd elevator move in opposite directions to each other. That is, when the car 120 moves upward, the counterweight 140 moves downward. The direction in which the car 120 and the counterweight 140 move up and down is hereinafter referred to as the up-down direction Z.
The car 120 on which people and goods are loaded is slidably supported by 2 guide rails 201A and 201B via sliders not shown. Similarly, the counterweight 140 is slidably supported by the counterweight-side guide rail 201C via a slider, not shown. The 2 guide rails 201A, 201B and the counter-weight side guide rail 201C extend in the lifting direction Z within the lifting channel 110.
The car 120 is provided with a 1 st safety device 5 for stopping the up-and-down movement of the car 120 in an emergency. The detailed configuration of the 1 st emergency stop device 5 will be described later. Similarly, the counterweight 140 is provided with a 2 nd emergency stop device 6 for emergency stop of the up-and-down movement of the counterweight 140.
As shown in fig. 2, the car 120 is provided with a 1 st speed detection unit 51, a 1 st moving direction detection unit 52, and a 1 st operation determination device 190. The 1 st speed detection unit 51 detects the moving speed of the car 120. The 1 st speed detection unit 51 then outputs the detected speed information to the 1 st motion determination device 190 and the control device 170. The 1 st speed detection unit 51 also detects the acceleration of the car 120, and outputs the detected acceleration information to the 1 st motion determination device 190 and the control device 170. The control device 170 controls the driving of the hoisting machine 100 based on the speed information and the acceleration information output from the 1 st speed detecting unit 51.
The 1 st moving direction detecting portion 52 detects the direction of the moving direction of the car 120, that is, whether the direction of the moving direction of the car 120 is the ascending direction or the descending direction. Then, the 1 st moving direction detecting unit 52 outputs the detected information to the 1 st motion determining device 190.
The 1 st operation determining device 190 determines whether or not to operate the 1 st emergency stop device 5 based on the speed information of the 1 st speed detecting unit 51 and the detection information of the 1 st moving direction detecting unit 52. The operation determination of the 1 st emergency stop device 5 in the 1 st operation determination device 190 will be described later.
As the 1 st speed detector 51, for example, various other speed detectors such as a mechanical speedometer and a laser speedometer, which are configured by a rotating body in contact with the guide rails 201A and 201B and a detector for detecting the rotational speed of the rotating body, can be used.
As the 1 st movement direction detection unit 52, for example, a displacement meter is used which is composed of a light emitting unit that emits laser light and a light receiving unit that receives the laser light emitted from the light emitting unit and reflected. The 1 st moving direction detecting unit 52 detects the moving direction of the car 120 based on the increase or decrease in the displacement amount detected by the displacement meter. The 1 st movement direction detecting unit 52 is not limited to a laser type displacement meter, and various other types of methods such as a DC accelerometer and air pressure calculation may be used.
In this example, the example in which the 1 st speed detection unit 51 and the 1 st moving direction detection unit 52 are provided in the car 120 has been described, but the present invention is not limited to this, and sensors for detecting the moving speed and moving direction of the car 120 may be provided in the ascending/descending path 110, the guide rails 201A, 201B, and the like. As examples of the belt provided on the ascending/descending path 110 and the guide rails 201A and 201B, a belt storing a magnetic pattern, a belt printed with a two-dimensional barcode, and the like are provided on the ascending/descending path 110 and the guide rails 201A and 201B. Then, the moving speed and the moving direction of the car 120 can be detected by reading the belt with a sensor provided in the car 120.
Further, in the 2 nd elevator, that is, the counterweight 140, there are provided, similarly to the car 120: a 2 nd speed detecting section for detecting a moving speed of the counterweight 140; and a 2 nd movement direction detection section that determines the movement direction of the counterweight 140. Further, the counterweight 140 is provided with a 2 nd operation determination device that determines whether or not to operate the 2 nd emergency stop device 6 based on information from the 2 nd speed detection unit and the 2 nd moving direction detection unit. The 2 nd speed detecting unit, the 2 nd moving direction detecting unit, and the 2 nd operation determining device provided in the counterweight 140 are similar in configuration to the 1 st speed detecting unit 51, the 1 st moving direction detecting unit 52, and the 1 st operation determining device 190 provided in the car 120, and therefore, the description thereof will be omitted.
In addition, although the example in which the speed detection portion and the moving direction detection portion are provided in each of the car 120 and the counterweight 140 has been described, the present invention is not limited thereto. For example, a speed detecting unit and a moving direction detecting unit that detect the moving speed and the moving direction of both the car 120 and the counterweight 140 may be provided in the hoistway 110 and the guide rails 201A, 201B, and 201C.
The control device 170 and the car 120 are not limited to the example of wired connection, and may be connected to transmit and receive signals wirelessly.
Hereinafter, the direction in which the car 120 moves up and down is referred to as an up-down direction Z, and the direction perpendicular to the up-down direction Z and facing the car 120 and the guide rail 201A is referred to as a 1 st direction X. And a direction orthogonal to the 1 st direction X and also orthogonal to the ascending/descending direction Z is set as the 2 nd direction Y.
1-2. structure of emergency stop device
Next, the detailed structure of the 1 st emergency stop device 5 will be described with reference to fig. 2 to 4.
Fig. 2 is a front view showing the car 120.
As shown in fig. 2, the 1 st emergency stop device (hereinafter, simply referred to as an emergency stop device) 5 includes 2 brake mechanisms 10A and 10B, an operating mechanism 11, a drive mechanism 12, a 1 st pull-up rod 13, and a 2 nd pull-up rod 14. The operating mechanism 11 is disposed on an upper beam (crosscut) 121 provided on an upper portion of the car 120.
[ Driving mechanism ]
The drive mechanism 12 has a drive shaft 15, a 1 st link member 16, a 2 nd link member 17, a 1 st operating shaft 18, a 2 nd operating shaft 19, and a drive spring 20.
The 1 st operating shaft 18 and the 2 nd operating shaft 19 are provided on an upper beam 121 provided on an upper portion of the car 120. The 1 st operating shaft 18 is provided at one end portion in the 1 st direction X of the upper beam 121, and the 2 nd operating shaft 19 is provided at the other end portion in the 1 st direction X of the upper beam 121. The 1 st link member 16 is supported by the 1 st operating shaft 18 so as to be rotatable back and forth, and the 2 nd link member 17 is supported by the 2 nd operating shaft 19 so as to be rotatable back and forth.
The 1 st link member 16 and the 2 nd link member 17 are formed in a substantially T-shape. The 1 st link member 16 has a working piece 16a and a connecting piece 16 b. The working piece 16a protrudes substantially perpendicularly from the connecting piece 16 b. The working piece 16a is connected to one end side of the intermediate portion of the connecting piece 16b in the longitudinal direction. The operating piece 16a projects toward the guide rail 201A disposed on the negative side in the 1 st direction X of the car 120 (referred to as the left side in the drawing, and hereinafter, the left side of the sheet and the lower side of the sheet in the XYZ axes in the drawing are referred to as the negative side, and the right side of the sheet and the upper side of the sheet in the XYZ axes are referred to as the positive side). The 1 st pull-up bar 13 is connected to an end of the working piece 16a opposite to the connecting piece 16b via a connecting portion 26.
The 1 st link member 16 is supported by the 1 st operating shaft 18 so as to be rotatable back and forth at a portion connecting the operating piece 16a and the connecting piece 16 b. A drive shaft 15 is connected to one end of the connecting piece 16b in the longitudinal direction via a connecting portion 25.
Further, a connecting pin 42 is provided at an end of the connecting piece 16b opposite to the end connected to the drive shaft 15. The connecting pin 42 is inserted into the elongated hole 41a of the connecting member 41 in the working mechanism 11. The connecting piece 16b is thereby connected to the connecting member 41 of the operating mechanism 11 via the connecting pin 42.
The 1 st link member 16 is arranged such that one end portion in the longitudinal direction of the connecting piece 16b faces upward in the vertical movement direction Z, and the other end portion in the longitudinal direction of the connecting piece 16b faces downward in the vertical movement direction Z.
The 2 nd link member 17 has a working piece 17a and a connecting piece 17 b. The working piece 17a protrudes substantially perpendicularly from the connecting piece 17 b. The working piece 17a is connected to the intermediate portion in the longitudinal direction of the connecting piece 17 b. The operating piece 17a projects toward the guide rail 201B disposed on the positive side in the 1 st direction X of the car 120. The 2 nd upward-pulling rod 14 is connected to the end of the working piece 17a on the opposite side of the connecting piece 17b via a connecting portion 28.
The other end portion in the longitudinal direction of the connecting piece 17b is connected to a drive shaft 15 via a connecting portion 27. And the 2 nd link member 17 is supported by the 2 nd operating shaft 19 to be rotatable back and forth at a connecting portion of the operating piece 17a and the connecting piece 17 b. The 2 nd link member 17 is arranged such that one end portion in the longitudinal direction of the connecting piece 17b faces upward in the vertical movement direction Z, and the other end portion in the longitudinal direction of the connecting piece 17b faces downward in the vertical movement direction Z.
One end portion in the 1 st direction X of the drive shaft 15 is connected to the connecting piece 16b of the 1 st link member 16, and the other end portion in the 1 st direction X of the drive shaft 15 is connected to the connecting piece 17b of the 2 nd link member 17. Further, a drive spring 20 is provided at an intermediate portion in the axial direction of the drive shaft 15.
The drive spring 20 is constituted by a compression coil spring, for example. One end of the drive spring 20 is fixed to the upper beam 121 via a fixing portion 21, and the other end of the drive spring 20 is fixed to the drive shaft 15 via a pressing member 22. And the drive spring 20 urges the drive shaft 15 to the positive side in the 1 st direction X via the pressing member 22.
When the operating mechanism 11 is operated, the drive shaft 15 is urged by the drive spring 20 to move to the positive side in the 1 st direction X. Thereby, the 1 st link member 16 is rotated back and forth about the 1 st operating shaft 18 so that the end of the operating piece 16a to which the 1 st pull-up rod 13 is connected faces upward in the lifting direction Z. The 2 nd link member 17 is pivoted back and forth about the 2 nd operating shaft 19 so that the end of the operating piece 17a to which the 2 nd up-pull rod 14 is connected faces upward in the lifting direction Z. As a result, the 1 st and 2 nd upward-pulling rods 13 and 14 are interlocked and pulled upward in the upward and downward direction Z.
Further, the 1 st drag mechanism 10A is connected to an end portion of the 1 st up-draw bar 13 opposite to the end portion connected to the operation piece 16 a. The 2 nd drag mechanism 10B is connected to the end of the 2 nd up-pull rod 14 opposite to the end connected to the operating piece 17 a. The 1 st pull-up rod 13 pulls up a pair of braking members 31 (see fig. 3) of the 1 st braking mechanism 10A, which will be described later, in the upward and downward direction Z. The 2 nd up-draw bar 14 pulls up a pair of stopper members 31 of a 2 nd stopper mechanism 10B (see fig. 3) described later in the up-down direction Z.
[ brake mechanism ]
The 1 st brake mechanism 10A and the 2 nd brake mechanism 10B are disposed at the lower end portions of the car 120 in the lifting direction Z. The 1 st braking mechanism 10A is disposed opposite the guide rail 201A at one end of the car 120 in the 1 st direction X. The 2 nd braking mechanism 10B is disposed to face the guide rail 201B at the other end portion of the car 120 in the 1 st direction X.
Fig. 3 is a perspective view showing the brake mechanisms 10A and 10B of the safety device 5. Since the 1 st brake mechanism 10A and the 2 nd brake mechanism 10B have the same configuration, the 1 st brake mechanism 10A will be described here. Hereinafter, the 1 st brake mechanism 10A will be referred to simply as the brake mechanism 10A. A direction orthogonal to the ascending/descending direction Z and also orthogonal to the 1 st direction X is defined as a 2 nd direction Y.
As shown in fig. 3, the brake mechanism 10A includes a pair of brake members 31 (only one side is shown in fig. 3), a pair of guide members 32, a coupling member 33, and an urging member 34.
The pair of stoppers 31 are disposed opposite to each other in the 1 st direction X with the guide rail 201A interposed therebetween. And, in a state before the emergency stop device 5 is operated, a given interval is formed between the pair of braking members 31 and the guide rail 201A.
A surface of the stopper 31 facing the guide rail 201A is formed parallel to a surface of the guide rail 201A, that is, parallel to the lifting direction Z. Further, the other surface of the braking member 31 opposite to the one surface facing the guide rail 201A is inclined so as to approach the guide rail 201A from below to above in the lifting direction Z. The stopper 31 is formed in a wedge shape.
The pair of stoppers 31 are supported by the linking member 33 to be movable in the 1 st direction X. The pair of stoppers 31 are coupled by a coupling member 33. The 1 st pull-up rod 13 is connected to the connecting member 33. Then, by pulling up the 1 st pull-up rod 13 in the upward and downward direction Z, the pair of stoppers 31 and the coupling member 33 move upward in the upward and downward direction Z.
In addition, the pair of stoppers 31 are movably supported by the pair of guide members 32, 32. The pair of guide members 32, 32 are fixed to the car 120 via a frame (not shown) (see fig. 2). The pair of guide members 32, 32 face each other with a predetermined gap therebetween in the 1 st direction X with the guide rail 201A and the pair of stoppers 31 interposed therebetween.
The surface of the guide member 32 facing the stopper 31 is inclined so as to approach the guide rail 201A as it goes upward in the lifting direction Z. Therefore, the distance between the surfaces of the pair of guide members 32 and 32 facing the stopper 31 becomes narrower toward the upper side in the vertical direction Z.
Further, an urging member 34 is disposed on the other surface of the guide member 32 opposite to the one surface facing the stopper 31. The urging member 34 is formed of, for example, a leaf spring having a U-shaped cross section and cut in a horizontal direction orthogonal to the lifting direction Z. The two ends of the biasing member 34 are opposed to each other with a predetermined gap therebetween in the 1 st direction X with the guide rail 201A interposed therebetween. The guide member 32 is fixed to the opposite surfaces of the two end portions of the biasing member 34.
The biasing member 34 is not limited to a U-shaped leaf spring, and may be a compression coil spring interposed between the guide member 32 and a housing, not shown, for example.
When the pair of stoppers 31 move upward in the vertical direction Z relative to the guide member 32, the pair of stoppers 31 move in a direction of approaching each other, that is, in a direction of approaching the guide rail 201A, by the guide member 32. Further, when the pair of stoppers 31 move upward in the lifting direction Z, the pair of stoppers 31 are pressed against the guide rail 201A by the urging force of the urging member 34 via the guide member 32. Whereby the elevating movement of the cage 120 is braked.
The emergency stop device 5 having the above-described configuration drives the operating mechanism 11 by the operation command signal output from the 1 st operation determining device 190, thereby operating the brake mechanisms 10A and 10B. Thereby, the pair of braking members 31 of the braking mechanisms 10A and 10B sandwich the guide rails 201A and 201B, and brake the up-and-down movement of the car 120.
The emergency stop device 5 is not limited to the above configuration. For example, the driving mechanism 12, the 1 st upward-pulling rod 13, and the 2 nd upward-pulling rod 14 may not be provided, and the 1 st braking mechanism 10A and the 2 nd braking mechanism 10B may be provided with an operating mechanism for moving the braking member 31.
In addition, the 2 nd emergency stop device 6 also has, similarly to the 1 st emergency stop device 5: a brake mechanism 10C having a brake member holding the counterweight side guide rail 201C; and an unillustrated operating mechanism that operates the brake mechanism 10C.
1-3 example of emergency stop operation of Elevator
Next, an example of an emergency stop operation of the elevator 1 having the above-described configuration will be described with reference to fig. 4.
Fig. 4 is a flowchart showing an example of an emergency stop operation of the car 120 as the 1 st elevator.
As shown in fig. 4, first, the 1 st motion determination device 190 provided in the car 120 acquires the moving speed v of the car 120 from the 1 st speed detection unit 51. Then, the 1 st operation determining device 190 determines whether or not the moving speed v of the car 120 exceeds the rated speed vrateA multiple of (step S11).
In the processing of step S11, the 1 st operation determination device 190 determines that the moving speed v has not reached the rated speed vrateWhen the number is α times (no in step S11), the car 120 determines that the car is normally operating. Then, the 1 st operation determining device 190 ends the process without operating the safety device 5.
On the other hand, in the process of step S11, the 1 st motion determination device 190 determines that the moving speed v exceeds the rated speed vrateWhen the number is α times (yes in step S11), the 1 st motion determination device 190 acquires the moving direction information of the car 120 from the 1 st moving direction detection unit 52. The 1 st operation determination device 190 determines whether the direction of movement of the car 120 is the descending direction or not based on the information acquired from the 1 st movement direction detection unit 52 (step S12).
If it is determined by the 1 st operation determination device 190 that the direction of movement of the car 120 is not descending in the processing of step S12 (no determination in step S12), the direction of movement of the car 120 is in the ascending direction. Then, the 1 st operation determining device 190 ends the process without operating the safety device 5.
On the other hand, if the 1 st operation determining device 190 determines in the process of step S12 that the direction of movement of the car 120 is in the descending direction (yes in step S12), the 1 st operation determining device 190 determines that the state of the car 120 is abnormal. Then, the 1 st operation determining device 190 outputs an operation command signal to the emergency stop device 5. The emergency stop device 5 is thereby operated based on the operation command signal from the 1 st operation determination device 190 (step S13).
Then, the braking members 31 of the 1 st braking mechanism 10A and the 2 nd braking mechanism 10B of the emergency stop device 5 sandwich the guide rails 201A and 201B, and the up-and-down movement of the car 120 is braked. As a result, the emergency stop operation of the car 120 is completed. The above-described processing is repeatedly executed during traveling.
The 2 nd emergency stop device 6 provided in the 2 nd vertically movable body, i.e., the counterweight 140, is operated separately from the car 120 by the 2 nd operation determination device provided in the counterweight 140. When the counterweight 140 moves upward even when the 1 st safety device 5 of the car 120 operates, the 2 nd safety device 6 does not operate. That is, the safety device of the elevator which is installed only in the 2 elevator bodies, that is, the elevator body 120 and the counterweight 140, which abnormally increases in speed and moves in the descending direction operates.
When the 1 st emergency stop device 5 is operated and then the recovery operation is performed, the car 120 is raised and the pair of braking members 31 are released from the sandwiching between the guide rails 201A and 201B. At this time, the car 120 moves upward and the counterweight 140 moves downward. However, since the 2 nd emergency stop device 6 provided to the counterweight 140 does not operate, the brake member of the 2 nd emergency stop device 6 does not clamp the counterweight side guide rail 201C. This makes it possible to easily perform the recovery operation after the 1 st emergency stop device 5 is operated.
In the present example, the example in which the 1 st operation determining device 190 provided in the car 120 performs the operation of the 1 st safety device 5 and the 2 nd operation determining device provided in the counterweight 140 performs the operation of the 2 nd safety device 6 has been described, but the present invention is not limited to this. For example, the 1 st emergency stop device 5 and the 2 nd emergency stop device 6 may be operated by the control device 170 that controls the entire elevator 1. That is, the control device 170 operates as the 1 st operation determination device and the 2 nd operation determination device.
That is, the control device 170 determines the operation of the 1 st emergency stop device 5 based on the detection information from the 1 st speed detection unit 51 and the 1 st moving direction detection unit 52 that detect the moving speed and the moving direction of the car 120. Further, the control device 170 determines the operation of the 2 nd emergency stop device 6 based on the detection information from the 2 nd speed detector and the 2 nd moving direction detector that detect the moving speed and the moving direction of the counterweight 140. The control device 170 outputs an operation command signal to an emergency stop device provided in the ascending/descending body that moves in the descending direction while increasing the moving speed to a predetermined multiple or more of the rated speed.
Further, the control unit that determines the operation of the emergency stop devices 5 and 6 and outputs the operation command signal may be provided in the car 120 or the counterweight 140 itself.
2. Embodiment 2
Next, embodiment 2 of the elevator will be described with reference to fig. 5 and 6.
Fig. 5 is a schematic configuration diagram showing an elevator according to embodiment 2.
The elevator according to embodiment 2 is a multi-car elevator in which a plurality of cars move up and down in a single hoistway formed in a building structure. The same reference numerals are given to the parts common to the elevator 1 according to embodiment 1, and redundant description is omitted.
As shown in fig. 5, the elevator 300 includes a 1 st drive pulley 302, a 2 nd drive pulley 303, a 1 st lower pulley 304, a 2 nd lower pulley 305, a 1 st main hoist rope 307, and a 2 nd main hoist rope 308. The elevator 300 includes a 1 st guide rail 310A, a 2 nd guide rail 310B, a 3 rd guide rail 310C, a 1 st cage 320A as a 1 st elevator, a 2 nd cage 320B as a 2 nd elevator, and a control device 370.
A 1 st driving pulley 302 and a 2 nd driving pulley 303 are provided at an upper portion of the elevation path. The 1 st drive pulley 302 and the 2 nd drive pulley 303 are controlled by the control device 370. In the lower part of the ascending/descending path, a 1 st lower pulley 304 is disposed below the 1 st drive pulley 302, and a 2 nd lower pulley 305 is disposed below the 2 nd drive pulley 303.
The 1 st main sling 307 is composed of a plurality of slings, and one end portion 307a and the other end portion 307B of each sling are connected by a connecting portion 401 provided in the cars 320A and 320B. Therefore, the 1 st main suspension rope 307 is formed in an endless shape.
In addition, a 1 st main hoist rope 307 is stretched over the 1 st drive pulley 302 and the 1 st lower pulley 304. When the 1 st drive pulley 302 is driven, the 1 st main hoist rope 307 circulates between the 1 st drive pulley 302 and the 1 st lower pulley 304.
The 2 nd main sling 308 is composed of a plurality of slings in the same manner as the 1 st main sling 307, and one end 308a and the other end 308B of each sling are connected by a connecting portion 401 provided in the cars 320A and 320B. Therefore, the 2 nd main suspension rope 308 is formed in an endless shape.
In addition, a 2 nd main hoist rope 308 is stretched over the 2 nd drive pulley 303 and the 2 nd lower pulley 305. When the 2 nd driving pulley 303 is driven, the 2 nd main rope 308 circulates between the 2 nd driving pulley 303 and the 2 nd lower pulley 305.
The 1 st car 320A and the 2 nd car 320B are connected to the 1 st main rope 307 and the 2 nd main rope 308 via a connection portion 401. Thus, the 1 st car 320A and the 2 nd car 320B are connected by the 1 st main rope 307 and the 2 nd main rope 308. The connection portion 401 is provided at the upper end portions of the 1 st car 320A and the 2 nd car 320B. The 1 st car 320A and the 2 nd car 320B are connected to the 1 st main rope 307 and the 2 nd main rope 308 via the connection part 401, and circulate together with the 1 st main rope 307 and the 2 nd main rope 308 in the hoistway.
That is, the 1 st cage 320A and the 2 nd cage 320B are driven by the I-th drive sheave 302 and the 2 nd drive sheave 303, respectively, to circulate on the same track in the moving passage at a predetermined moving speed, and stop on the same track.
For example, the 1 st car 320A and the 2 nd car 320B ascend along an ascending path of the ascending/descending path, and the reversing path at the upper portion of the ascending/descending path reverses the direction of movement thereof from ascending to descending. In addition, the 1 st car 320A and the 2 nd car 320B move from the ascending path to the descending path in the ascending/descending path on the reversing path. Then, the 1 st car 320A and the 2 nd car 320B descend along the descending path, and the reversing path at the lower portion of the ascending/descending path reverses the direction of movement thereof from descending to ascending.
The 1 st car 320A and the 2 nd car 320B are disposed at symmetrical positions in the hoistway. Therefore, when the 1 st car 320A ascends, the 2 nd car 320B descends, and when the 1 st car 320A descends, the 2 nd car 320B ascends.
Further, the coupling portion 401 is provided with an abnormality detection portion 410 that detects an abnormality of the coupling portion 401. Since the connection portion 401 connects the one ends 307a, 308a and the other ends 307b, 308b of the main slings 307, 308, a load is applied by the tension of the main slings 307, 308. The abnormality detection unit 410 is constituted by, for example, a strain gauge, and detects a load and an abnormality applied to the connection unit 401 from the strain.
The abnormality detection unit 410 is not limited to a strain gauge, and may detect a load or an abnormality applied to the connection unit 401 by various other methods.
The 1 st rail 310A is disposed on the ascending path side of the ascending/descending path, and the 2 nd rail 310B is disposed on the descending path side of the ascending/descending path. The 3 rd guide rail 310C is disposed between the 1 st guide rail 310A and the 2 nd guide rail 310B in the hoistway.
The 1 st rail 310A, the 2 nd rail 310B, and the 3 rd rail 310C are erected along the ascending/descending path. The 1 st guide rail 310A, the 2 nd guide rail 310B, and the 3 rd guide rail 310C slidably support the 1 st car 320A and the 2 nd car 320B via sliders not shown.
The 1 st car 320A includes a 1 st emergency stop device 315A, a 1 st speed detection unit 351A, a 1 st moving direction detection unit 352A, and a 1 st operation determination device 390A. The configuration of the 1 st safety device 315A is similar to the 1 st safety device 5 according to embodiment 1 described above. When an abnormality occurs in the 1 st car 320A, the 1 st emergency stop device 315A emergently stops the up-and-down movement of the 1 st car 320A.
The 1 st speed detection unit 351A detects the moving speed of the 1 st car 320A. The 1 st speed detection unit 351A outputs the detected speed information to the 1 st motion determination device 390A and the control device 370. The 1 st speed detection unit 351A also detects the acceleration of the 1 st car 320A, and outputs the detected acceleration information to the 1 st motion determination device 390A and the control device 370. The control device 370 controls the driving of the 1 st drive pulley 302 and the 2 nd drive pulley 303 based on the speed information and the acceleration information output from the 1 st speed detection unit 351A.
The 1 st moving direction detecting unit 352A detects the direction of the 1 st car 320A in the moving direction, that is, whether the direction of the 1 st car 320A in the moving direction is the ascending direction or the descending direction. Then, the 1 st moving direction detecting unit 352A outputs the detected information to the 1 st motion determining device 390A.
The 1 st operation determination device 390A determines whether or not to operate the 1 st emergency stop device 315A based on the speed information of the 1 st speed detection unit 351A, the detection information of the 1 st moving direction detection unit 352A, and the detection information of the abnormality detection unit 410. The operation determination of the 1 st emergency stop device 315A in the 1 st operation determination device 390A will be described later.
The 2 nd car 320B also includes a 2 nd emergency stop device 315B, a 2 nd speed detection unit 351B, a 2 nd moving direction detection unit 352B, and a 2 nd operation determination device 390B, as in the 1 st car 320A. The configuration of the 2 nd emergency stop device 315B is the same as the 1 st emergency stop device 5 according to embodiment 1 described above. When an abnormality occurs in the 2 nd car 320B, the 2 nd emergency stop device 315B emergently stops the lifting movement of the 2 nd car 320B.
The 2 nd speed detecting portion 351B detects the moving speed of the 2 nd car 320B. The 2 nd speed detecting unit 351B outputs the detected speed information to the 2 nd motion determining device 390B and the control device 370. The 2 nd speed detecting unit 351B also detects the acceleration of the 2 nd car 320B, and outputs the detected acceleration information to the 2 nd motion determining device 390B and the control device 370. The control device 370 controls the driving of the 1 st drive pulley 302 and the 2 nd drive pulley 303 based on the speed information and the acceleration information output from the 2 nd speed detection unit 351B.
The 2 nd moving direction detecting portion 352B detects the direction of the 2 nd car 320B in the moving direction, that is, whether the direction of the 2 nd car 320B in the moving direction is the ascending direction or the descending direction. The 2 nd moving direction detecting unit 352B outputs the detected information to the 2 nd motion determining device 390B.
The 2 nd operation determination device 390B determines whether or not to operate the 2 nd emergency stop device 315B based on the speed information of the 2 nd speed detection unit 351B, the detection information of the 2 nd moving direction detection unit 352B, and the detection information of the abnormality detection unit 410.
Next, an example of an emergency stop operation of the elevator 300 according to embodiment 2 will be described with reference to fig. 6.
Fig. 6 is a flowchart showing an example of an emergency stop operation of the 1 st elevator car 320A.
As shown in fig. 6, first, the 1 st operation determination device 390A acquires a detection signal from the abnormality detection unit 410 provided in the connection unit 401 of the 1 st car 320A. Then, the 1 st operation determination device 390A determines whether or not the connection portion 401 is damaged (abnormal) based on the acquired detection signal (step S21). Here, when the connection portion 401 is broken (abnormal), the connection between the one end portions 307a, 308a and the other end portions 307b, 308b of the main slings 307, 308 is disconnected.
In the process of step S21, when the 1 st operation determination device 390A detects the breakage of the connection portion 401 (yes determination of step S21), the 1 st operation determination device 390A outputs an operation command signal to the 1 st emergency stop device 315A to operate the 1 st emergency stop device 315A. Whereby the lifting movement of the 1 st cage 320A is braked.
Further, the 1 st operation determination device 390A outputs an operation command signal to the 2 nd emergency stop device 315B to the control device 170 or the 2 nd operation determination device 390B. Thereby, the 2 nd emergency stop device 315B of the 2 nd car 320B connected to the 1 st car 320A via the main ropes 307 and 308 operates, and the lifting movement of the 2 nd car 320B is braked (step S24).
Thus, when the main ropes 307 and 308 are broken and the 1 st car 320A and the 2 nd car 320B are disconnected from each other, both the 1 st safety device 315A and the 2 nd safety device 315B operate. Thereby improving the safety of the elevator 300.
In the process of step S21, when the 1 st operation determining device 390A determines that the connection portion 401 is not moving (no in step S21), the 1 st operation determining device 390A acquires the moving speed v of the 1 st car 320A from the 1 st speed detecting portion 351A. The 1 st operation determining device 390A then determines whether the moving speed v of the 1 st car 320A exceeds the rated speed vrateA multiple of (step S22).
In the processing of step S22The 1 st operation determination device 390A determines that the moving speed v has not reached the rated speed vrateWhen the number is α times (no in step S22), the 1 st car 320A is determined to be in a normal operation. Then, the 1 st operation determination device 390A terminates the process without operating the 1 st emergency stop device 315A.
In addition, in the process of step S22, the 1 st motion determination device 390A determines that the moving speed v exceeds the rated speed vrateWhen the number is α times (yes in step S22), the 1 st car 320A movement direction information is acquired from the 1 st movement direction detection unit 352A. The 1 st operation determination device 390A determines whether the direction of movement of the 1 st car 320A is in the descending direction or not based on the information acquired from the 1 st moving direction detection unit 352A (step S23).
If it is determined by the 1 st motion determination device 390A in the process of step S23 that the direction of movement of the 1 st car 320A is not descending (no in step S23), the direction of movement of the 1 st car 320A is in the ascending direction. Then, the 1 st operation determination device 390A terminates the process without operating the 1 st emergency stop device 315A.
On the other hand, if the 1 st operation determination device 390A determines in the process of step S23 that the direction of movement of the 1 st car 320A is in the descending direction (yes at step S23), the 1 st operation determination device 390A outputs an operation command signal to the 1 st emergency stop device 315A. Thus, the 1 st emergency stop device 315A operates based on the operation command signal from the 1 st operation determination device 390A, and the lifting movement of the 1 st car 320A is braked (step S25). As a result, the emergency stop operation of the 1 st car 320A is completed. Further, the above-described processing is repeatedly executed during traveling.
As described above, the 1 st car 320A and the 2 nd car 320B are disposed at symmetrical positions. Therefore, when the 1 st cage 320A moves in the descending direction, the 2 nd cage 320B moves in the ascending direction. The 2 nd emergency stop device 315B provided in the 2 nd car 320B is operated separately from the 1 st car 320A by the 2 nd operation determination device 390B.
Therefore, even if the 1 st safety device 315A of the 1 st car 320A operates and the connection portion 401 is not broken, the 2 nd safety device 315B of the 2 nd car 320B does not operate. That is, only the emergency stop devices 315A and 315B of the cars 320A and 320B, which are abnormally accelerated and move in the descending direction, among the 1 st car 320A and the 2 nd car 320B, operate.
In addition, the example in which the 1 st operation determination device 390A provided in the 1 st car 320A performs the operation of the 1 st emergency stop device 315A and the 2 nd operation determination device 390B provided in the 2 nd car 320B performs the operation of the 2 nd emergency stop device 315B has been described, but the present invention is not limited to this. For example, the 1 st emergency stop device 315A and the 2 nd emergency stop device 315B may be operated in the control device 370 that controls the entire elevator 300.
Further, the number of cars is not limited to 2, and 3 or more cars may be provided. In addition, although the example in which the 1 st car 320A and the 2 nd car 320B are disposed at symmetrical positions has been described, the present invention is not limited thereto, and the 1 st car 320A and the 2 nd car 320B may be disposed at positions where they move up and down simultaneously.
Further, although the moving direction detecting portions 352A and 352B are provided in the cars 320A and 320B, the positions where the moving direction detecting portions are provided are not limited to the cars 320A and 320B.
As the moving direction detecting unit, for example, as shown in fig. 5, a 1 st switch 420 is provided at a position where the cars 320A and 320B of the 1 st driving sheave 302 pass, and a 2 nd switch 430 is provided at a position where the cars 320A and 320B of the 1 st lower sheave 304 pass. When the 1 st car 320A or the 2 nd car 320B passes, the 1 st switch 420 and the 2 nd switch 430 are switched on or off. Then, the operation determination device or the moving direction detection unit detects the moving direction of the 1 st car 320A and the 2 nd car 320B based on the on/off states of the 1 st switch 420 and the 2 nd switch 430.
Further, although an example in which the cars 320A and 320B circulate in one direction has been described, the present invention is not limited to this, and the cars 320A and 320B may move in both the clockwise direction and the counterclockwise direction.
The other structures are the same as those of the elevator 1 according to embodiment 1, and therefore, description thereof is omitted. The elevator 300 according to embodiment 2 can also obtain the same operational advantages as the elevator 1 according to embodiment 1 described above.
The present invention is not limited to the embodiments shown in the drawings, and various modifications can be made without departing from the scope of the invention described in the claims.
In the present specification, words such as "parallel" and "orthogonal" are used, but they do not mean "parallel" and "orthogonal" strictly, and may be in a state of "substantially parallel" or "substantially orthogonal" including "parallel" and "orthogonal" and further in a range where the functions thereof can be exhibited.
Claims (9)
1. An elevator, characterized by comprising:
a lifting body which performs ascending movement and descending movement on the lifting channel;
a guide rail configured to support the lifting body in a liftable manner;
an emergency stop device provided to the elevating body, having a wedge-shaped brake member that holds the guide rail, and braking movement of the elevating body;
a speed detection unit that detects a moving speed of the vertically movable body;
a movement direction detection unit that detects a direction of movement of the vertically movable body; and
an operation determination device for controlling the emergency stop device by acquiring the speed information detected by the speed detection unit and the detection information detected by the moving direction detection unit,
the operation determination device operates the emergency stop device when the moving speed of the ascending/descending body is equal to or more than a predetermined multiple of the rated speed and the moving direction is descending movement, based on the speed information and the detection information.
2. Elevator according to claim 1,
the emergency stop device includes:
a brake mechanism having the brake member; and
and an operating mechanism that is driven by an operation command signal output from the operation determination device to operate the brake mechanism.
3. Elevator according to claim 1,
the lifting body is provided with:
a 1 st elevating body; and
a 2 nd lifting body connected to the 1 st lifting body via a suspension cable,
the emergency stop device includes:
a 1 st emergency stop device provided to the 1 st lifting body to brake movement of the 1 st lifting body; and
a 2 nd emergency stop device provided to the 2 nd lifting body for braking movement of the 2 nd lifting body,
the operation determination device operates an emergency stop device provided in the lifting body of which the moving speed is equal to or more than a predetermined multiple of the rated speed and in which the moving direction of the 1 st lifting body and the 2 nd lifting body is a descending movement.
4. Elevator according to claim 3,
the operation determination device includes:
a 1 st motion determination device provided in the 1 st vertically movable body and controlling the 1 st emergency stop device; and
and a 2 nd motion determination device provided in the 2 nd ascending/descending body and controlling the 2 nd emergency stop device.
5. Elevator according to claim 4,
the speed detection unit includes:
a 1 st speed detecting unit provided in the 1 st vertically movable body for detecting a moving speed of the 1 st vertically movable body; and
a 2 nd speed detecting part which is arranged on the 2 nd lifting body and detects the moving speed of the 2 nd lifting body,
the moving direction detection unit includes:
a 1 st movement direction detection unit provided in the 1 st vertically movable body and detecting a movement direction of the 1 st vertically movable body; and
a 2 nd movement direction detecting part provided on the 2 nd vertically movable body for detecting a movement direction of the 2 nd vertically movable body,
the 1 st operation determination device controls the 1 st emergency stop device based on the speed information detected by the 1 st speed detection unit and the detection information detected by the 1 st moving direction detection unit,
the 2 nd motion determination device controls the 2 nd emergency stop device based on the speed information detected by the 2 nd speed detection unit and the detection information detected by the 2 nd moving direction detection unit.
6. Elevator according to claim 3,
the 1 st lifting body and the 2 nd lifting body perform lifting movement in the same lifting channel.
7. Elevator according to claim 3,
the 1 st lifting body and the 2 nd lifting body are cars for loading people and goods.
8. Elevator according to claim 3,
the elevator is provided with:
a connecting part for connecting the 1 st lifting body and the 2 nd lifting body with the sling; and
an abnormality detection unit for detecting an abnormality of the connection unit,
the operation determination device operates the 1 st and 2 nd emergency stop devices when it is determined that an abnormality has occurred in the connection section based on a detection signal of the abnormality detection section.
9. A control method of an elevator, characterized by comprising the steps of:
detecting the moving speed of a lifting body which performs ascending movement and descending movement on a lifting channel;
detecting a direction of movement of the lifting body; and
when the moving speed of the lifting body is equal to or more than a predetermined multiple of the rated speed and the moving direction is a descending movement, an emergency stop device provided in the lifting body is operated to brake the lifting body.
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| JP2019-169283 | 2019-09-18 | ||
| JP2019169283A JP7319878B2 (en) | 2019-09-18 | 2019-09-18 | Elevator and elevator control method |
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| CN112520531A true CN112520531A (en) | 2021-03-19 |
| CN112520531B CN112520531B (en) | 2022-04-08 |
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| WO2023175856A1 (en) * | 2022-03-17 | 2023-09-21 | 株式会社日立製作所 | Elevator device |
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| JP4732342B2 (en) | 2004-04-28 | 2011-07-27 | 三菱電機株式会社 | Elevator equipment |
| JP6076031B2 (en) | 2012-10-24 | 2017-02-08 | 株式会社三共 | Unloading device for temporary structures |
| JP5963335B1 (en) | 2015-06-29 | 2016-08-03 | 東芝エレベータ株式会社 | Elevator speed detector and elevator |
| JP2019089643A (en) | 2017-11-16 | 2019-06-13 | 株式会社日立製作所 | Emergency stop device and elevator |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP7319878B2 (en) | 2023-08-02 |
| CN112520531B (en) | 2022-04-08 |
| JP2021046280A (en) | 2021-03-25 |
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