CN117279856A - Control device for passenger conveyor - Google Patents
Control device for passenger conveyor Download PDFInfo
- Publication number
- CN117279856A CN117279856A CN202180098055.9A CN202180098055A CN117279856A CN 117279856 A CN117279856 A CN 117279856A CN 202180098055 A CN202180098055 A CN 202180098055A CN 117279856 A CN117279856 A CN 117279856A
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- Prior art keywords
- circuit
- contact
- auxiliary brake
- passenger conveyor
- state
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- 239000003990 capacitor Substances 0.000 claims abstract description 20
- 238000009499 grossing Methods 0.000 claims abstract description 20
- 238000010586 diagram Methods 0.000 description 10
- 230000000052 comparative effect Effects 0.000 description 6
- 239000013256 coordination polymer Substances 0.000 description 4
- 230000000452 restraining effect Effects 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010891 electric arc Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B25/00—Control of escalators or moving walkways
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B50/00—Energy efficient technologies in elevators, escalators and moving walkways, e.g. energy saving or recuperation technologies
Landscapes
- Escalators And Moving Walkways (AREA)
Abstract
The auxiliary brake control device of the passenger conveyor is provided with an auxiliary brake driving circuit, an inverter circuit and a delay circuit. The auxiliary brake driving circuit is a circuit that drives an auxiliary brake of the passenger conveyor. The inverter circuit has a smoothing capacitor and is a circuit for driving a motor of the passenger conveyor. The delay circuit is disposed between the inverter circuit and the auxiliary brake driving circuit. The delay circuit has a 1 st contact capable of maintaining conduction between the inverter circuit and the auxiliary brake driving circuit at the time of power failure. In the event of a power failure, electric power is supplied from the smoothing capacitor to the auxiliary brake drive circuit via the 1 st contact.
Description
Technical Field
The present invention relates to a control device for a passenger conveyor.
Background
In a conventional auxiliary brake control device for a passenger conveyor, when power supply to the passenger conveyor is stopped at the time of power failure, power is supplied from an auxiliary power source to an auxiliary brake, whereby the auxiliary brake is maintained in a non-operating state (for example, refer to patent document 1).
Prior art literature
Patent literature
Patent document 1: japanese patent application laid-open No. 2008-13344
Disclosure of Invention
Problems to be solved by the invention
In the conventional auxiliary brake control device as described above, when the supply of electric power to the passenger conveyor is stopped, an auxiliary power supply is required to maintain the auxiliary brake in the non-operating state, and therefore there is a problem of cost.
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for a passenger conveyor that can reduce the cost required for maintaining an auxiliary brake in a non-operating state when power supply to the passenger conveyor is stopped.
Means for solving the problems
The control device of the passenger conveyor of the invention comprises: an inverter circuit that drives a motor that cyclically moves a plurality of steps; an auxiliary brake driving circuit for turning the auxiliary brake into a non-operating state; and a delay circuit provided between the inverter circuit and the auxiliary brake drive circuit, the inverter circuit having a smoothing capacitor, the delay circuit having a 1 st contact, and power being supplied from the smoothing capacitor to the auxiliary brake drive circuit via the 1 st contact at the time of power failure.
Effects of the invention
According to the control device for a passenger conveyor of the present invention, the cost required to maintain the auxiliary brake in the non-operating state when the supply of electric power to the passenger conveyor is stopped can be suppressed.
Drawings
Fig. 1 is a schematic configuration diagram showing a main part of a passenger conveyor according to embodiment 1 in a partial block diagram.
Fig. 2 is a circuit diagram illustrating the control device of fig. 1.
Fig. 3 is a table obtained by sorting the operations of the control device of fig. 1.
Fig. 4 is a diagram for explaining an operation of the control device of fig. 1.
Fig. 5 is a diagram for explaining the operation of the control device as a comparative example.
Detailed Description
Hereinafter, embodiments will be described with reference to the drawings.
Embodiment 1
Fig. 1 is a schematic configuration diagram showing a main part of a passenger conveyor according to embodiment 1 in a partial block diagram.
The passenger conveyor includes a truss, not shown, a plurality of steps 10, a spindle 20, a motor 30, an auxiliary brake 40, and a control device 50. The passenger conveyor of fig. 1 is an escalator.
The truss is erected between an upper floor and a lower floor of the building. A plurality of steps 10 are supported by the truss. The plurality of steps 10 are connected in a ring shape. In fig. 1, only a portion of the plurality of steps 10 is shown.
The spindle 20 is disposed under the floor of the upper floor. The motor 30 rotates the spindle 20. The plurality of steps 10 are cyclically moved by the rotation of the spindle 20. That is, the motor 30 cyclically moves the plurality of steps 10.
When the operation direction of the passenger conveyor is the upward direction, the main shaft 20 rotates clockwise in fig. 1. When the operation direction of the passenger conveyor is the downward direction, the spindle 20 rotates counterclockwise in fig. 1.
The auxiliary brake 40 has a ratchet 41, a pawl 42, and a solenoid 43.
The ratchet 41 is fixed to the main shaft 20. A plurality of fitting portions 41a are provided on the outer peripheral portion of the ratchet 41.
The pawl 42 is displaceable between a released position 42a shown in phantom and a restrained position 42b shown in solid.
The ratchet wheel 41 is allowed to rotate in the clockwise and counterclockwise directions of fig. 1 when the pawl 42 is in the released position 42a. Therefore, when the pawl 42 is located at the release position 42a, the state of the auxiliary brake 40 is the non-operating state.
When the pawl 42 is positioned at the restraining position 42b, the pawl 42 is fitted to the fitting portion 41a, whereby the ratchet 41 is prevented from rotating counterclockwise in fig. 1. Therefore, when the pawl 42 is located at the restricting position 42b, the state of the auxiliary brake 40 is the operating state.
When the solenoid 43 is supplied with electric power, the pawl 42 is held at the release position 42a by the solenoid 43. When the supply of electric power to the solenoid 43 is stopped, the pawl 42 is displaced to the restricting position 42b by its own weight.
For example, when the passenger conveyor is abnormally stopped, the supply of electric power to the solenoid 43 is stopped, and the pawl 42 is displaced to the restraint position 42b.
Even if the supply of electric power to the solenoid 43 is restarted in a state where the pawl 42 is fitted to the fitting portion 41a, the pawl 42 is not returned to the release position 42a but remains displaced to the restraint position 42b by the solenoid 43.
Fig. 2 is a circuit diagram illustrating the control device 50 of fig. 1. The control device 50 includes an inverter circuit 60, an auxiliary brake driving circuit 70, and a delay circuit 80.
The inverter circuit 60 is a three-phase ac inverter circuit. The inverter circuit 60 includes a 1 st rectifier circuit 61, a switch circuit 62, and a smoothing capacitor 63.
The 1 st rectifying circuit 61 is connected to an ac power supply 90. The ac power supply 90 is a three-phase ac power supply. Three-phase ac power is input from the ac power supply 90 to the 1 st rectifying circuit 61. The 1 st rectifier circuit 61 is a three-phase bridge circuit using a plurality of diodes. The 1 st rectifying circuit 61 converts three-phase alternating current into direct current.
The switching circuit 62 is connected to the motor 30. The motor 30 is a three-phase alternating current motor. The switching circuit 62 is a power conversion circuit using a plurality of switching elements and a plurality of flywheel diodes. The switching circuit 62 converts the direct current into three-phase alternating current and outputs the three-phase alternating current to the motor 30.
The smoothing capacitor 63 is connected between the positive electrode LP of the dc bus and the negative electrode LN of the dc bus. The smoothing capacitor 63 suppresses ripple (ripple) of the dc bus voltage.
The auxiliary brake driving circuit 70 drives the auxiliary brake 40. That is, the auxiliary brake driving circuit 70 shifts the pawl 42 from the restraining position 42b to the releasing position 42a by energizing the solenoid 43 in a state where the pawl 42 is not fitted to the fitting portion 41a. That is, the auxiliary brake driving circuit 70 turns the auxiliary brake 40 into a non-operating state.
The auxiliary brake driving circuit 70 has a 2 nd rectifying circuit 71, a solenoid control contact 72, a diode 73, and a resistor 74.
The 2 nd rectifying circuit 71 is connected to an ac power supply 90. Three-phase ac power is input from the ac power supply 90 to the 2 nd rectifying circuit 71. The 2 nd rectifier circuit 71 is a three-phase bridge circuit using a plurality of diodes. The 2 nd rectifying circuit 71 converts the three-phase alternating current into direct current.
The solenoid control contacts 72 are normally open relays. Thus, when the coil of the solenoid control contact 72 is not excited, the solenoid control contact 72 is opened. In this state, no electric power is supplied to the solenoid 43.
On the other hand, when the coil of the solenoid control contact 72 is excited, the solenoid control contact 72 is closed. In this state, electric power is supplied to the solenoid 43.
The cathode of the diode 73 is connected to the positive electrode CP of the auxiliary brake driving circuit 70. An anode of the diode 73 is connected to one terminal of the resistor 74. The other terminal of the resistor 74 is connected to the negative electrode CN of the auxiliary brake driving circuit 70.
A diode 73 and a resistor 74 are connected in parallel with the solenoid 43. The diode 73 and the resistor 74 function as a spark cancellation circuit. The spark cancellation circuit suppresses arc discharge generated when the solenoid 43 is energized.
The delay circuit 80 is provided between the inverter circuit 60 and the auxiliary brake driving circuit 70. Delay circuit 80 has 1 st contact 81, 2 nd contact 82, 3 rd contact 83, and voltage divider circuit 84.
The 1 st contact 81 is provided between the inverter circuit 60 and the auxiliary brake driving circuit 70. The 1 st contact 81 is a contact capable of maintaining conduction between the inverter circuit 60 and the auxiliary brake driving circuit 70 at the time of power failure. More specifically, the 1 st contact 81 is a single coil latch relay.
When a set current, i.e., a forward current pulse, is input to the coil of the 1 st contact 81, the 1 st contact 81 is kept in an on state. When a reset current, that is, a reverse current pulse is input to the coil of the 1 st contact 81, the 1 st contact 81 is kept in an open state. That is, when the 1 st contact 81 is in the on state, the on state of the 1 st contact 81 is maintained until the reset current is inputted to the coil of the 1 st contact 81.
The 2 nd contact 82 is a normally closed relay. That is, when the coil of the 2 nd contact 82 is not energized, the 2 nd contact 82 is in an on state, and during the energization of the coil of the 2 nd contact 82, the 2 nd contact 82 is maintained in an off state.
The 2 nd contact 82 is provided between the positive electrode LP of the dc bus in the inverter circuit 60 and the voltage dividing circuit 84. The 2 nd contact 82 is turned off during operation of the passenger conveyor, and is turned on between the positive electrode LP of the dc bus and the voltage divider circuit 84 when the operation of the passenger conveyor is stopped.
The 3 rd contact 83 is a normally closed relay similar to the 2 nd contact 82. That is, when the coil of the 3 rd contact 83 is not energized, the 3 rd contact 83 is in an on state, and the 3 rd contact 83 is maintained in an off state while the coil of the 3 rd contact 83 is energized.
The 3 rd contact 83 is provided between the negative electrode LN of the dc bus in the inverter circuit 60 and the negative electrode CN of the auxiliary brake driving circuit 70. The 3 rd contact 83 is turned off during operation of the passenger conveyor, and is turned on between the negative electrode LN of the dc bus and the negative electrode CN of the auxiliary brake driving circuit 70 when the operation of the passenger conveyor is stopped.
The voltage dividing circuit 84 divides the dc bus voltage of the inverter circuit 60. The voltage dividing circuit 84 has a 1 st voltage dividing resistor 84a and a 2 nd voltage dividing resistor 84b. The 1 st voltage dividing resistor 84a and the 2 nd voltage dividing resistor 84b are connected in series with each other.
The terminal opposite to the terminal to which the 1 st voltage dividing resistor 84a is connected to the 2 nd voltage dividing resistor 84b is connected to the positive electrode LP of the dc bus bar via the 2 nd contact 82. The terminal opposite to the terminal connected to the 1 st voltage dividing resistor 84a, which is the terminal of the 2 nd voltage dividing resistor 84b, is connected to the negative electrode LN of the dc bus. The negative electrode LN of the dc bus is connected to the negative electrode CN of the auxiliary brake driving circuit 70 via the 3 rd contact 83.
When the 2 nd contact 82 is on, the divided voltage of the dc bus voltage is output to the connection point between the 1 st voltage dividing resistor 84a and the 2 nd voltage dividing resistor 84b according to the voltage dividing ratio between the 1 st voltage dividing resistor 84a and the 2 nd voltage dividing resistor 84b. That is, the connection point of the 1 st voltage dividing resistor 84a and the 2 nd voltage dividing resistor 84b is the output point of the voltage dividing circuit 84. The output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake driving circuit 70 via the 1 st contact 81.
Fig. 3 is a table obtained by sorting the operations of the control device 50 shown in fig. 1.
The power-off state is a state in which the supply of electric power to the control device 50 is turned off. In the power-off state, the 1 st contact 81 is reset and set to the off state before the power-off. Since the 2 nd contact 82 and the 3 rd contact 83 are normally closed relays, they are set to the on state. Since the solenoid control contact 72 is a normally open relay, it is set to an off state.
Therefore, in the power-off state, no electric power is supplied from the inverter circuit 60 to the auxiliary brake driving circuit 70. No current for driving the pawl 42 flows through the solenoid 43, and therefore the position of the pawl 42 is in the restricting position 42b.
The normal stop state refers to a state in which the operation of the passenger conveyor is normally stopped. For example, the normal stop state is a state in which the rotation of the motor 30 is stopped in response to a stop command although electric power is supplied to the passenger conveyor. In the normal stop state, the 1 st contact 81 is reset and set to the open state. Since the 2 nd contact 82 and the 3 rd contact 83 are both in an energized state, they are set to an off state. Energization of the solenoid control contact 72 is stopped and set to an off state.
Therefore, in this case, electric power is not supplied from the inverter circuit 60 to the auxiliary brake driving circuit 70. No current for driving the pawl 42 flows in the auxiliary brake driving circuit 70, and therefore the position of the pawl 42 is in the restricting position 42b.
The abnormal stop state is a state in which an abnormality of the passenger conveyor is detected during operation, and the passenger conveyor is abnormally stopped. In the abnormal stop state, the control device 50 stops the supply of electric power to the auxiliary brake drive circuit 70 so that the auxiliary brake 40 is immediately brought into the operating state. Accordingly, the 1 st contact 81 is inputted with a reset current, and the 1 st contact 81 is set to the open state. The 2 nd contact 82 and the 3 rd contact 83 are set to the open state, respectively. The solenoid control contacts 72 are set to the open state.
Therefore, in the abnormal stop state, since the 2 nd contact 82 and the 3 rd contact 83 are in the open state, electric power is not supplied from the inverter circuit 60 to the auxiliary brake driving circuit 70. Thus, the solenoid 43 is not energized and the position of the pawl 42 is in the restricting position 42b.
The operation state refers to a state in which the passenger conveyor is normally operated. In the operating state, the control device 50 sets the 1 st contact 81 to the on state, the 2 nd contact 82 and the 3 rd contact 83 to the off state, and the solenoid control contact 72 to the on state.
Therefore, in the operating state, since the 2 nd contact 82 and the 3 rd contact 83 are in the open state, no electric power is supplied from the inverter circuit 60 to the auxiliary brake driving circuit 70. On the other hand, since the solenoid control contact 72 is set to the on state, the solenoid 43 is energized. Thus, the position of the pawl 42 is in the released position 42a.
The power failure state during operation refers to a state in which a power failure occurs during operation in the operating state. When a power failure occurs during operation, since neither a set current nor a reset current flows through the coil of the 1 st contact 81, the state of the 1 st contact 81 is maintained in the on state. The states of the 2 nd contact 82 and the 3 rd contact 83 are changed from the off state to the on state. The state of the solenoid control contacts 72 is changed from an on state to an off state.
Therefore, in the power failure state during operation, the 2 nd contact 82 and the 3 rd contact 83 are in the on state, and thus power is supplied from the inverter circuit 60 to the auxiliary brake driving circuit 70. In the power failure state, the electric power supplied to the auxiliary brake drive circuit 70 is the electric power stored in the smoothing capacitor 63.
Therefore, after the power failure, the position of the click 42 is maintained at the release position 42a by the electric power supplied from the smoothing capacitor 63. However, when the smoothing capacitor 63 gradually discharges so that the electric power supplied from the smoothing capacitor 63 decreases, the solenoid 43 can no longer hold the position of the click 42 at the release position 42a. Then, the position of the pawl 42 is shifted from the release position 42a to the restraint position 42b.
Fig. 4 is a diagram for explaining the operation of the control device 50 of fig. 1. The horizontal axis of fig. 4 represents time, and the vertical axis represents current. Ia is a current flowing through a foundation brake driving circuit, not shown. Ib is a current flowing through the auxiliary brake driving circuit 70.
The service brake drive circuit has a solenoid and spark eliminator as does the auxiliary brake drive circuit 70. When a power failure occurs during operation of the passenger conveyor, the supply of electric power from the ac power supply 90 is stopped. Thus, the current Ia flowing through the foundation brake driving circuit is consumed by the resistance component of the solenoid and the resistance of the spark arrester, and decays exponentially with time. Then, the service brake is operated at the elapsed time Ta from the power failure.
On the other hand, the electric power stored in the smoothing capacitor 63 is supplied to the auxiliary brake driving circuit 70 even after the power failure. Accordingly, the current Ib flowing through the auxiliary brake driving circuit 70 gradually decreases, and the auxiliary brake is operated later than the service brake delay time Tb-Ta in the elapsed time Tb from the power failure.
In this way, the delay circuit 80 supplies electric power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 only when power fails. That is, the delay circuit 80 delays the operation of the auxiliary brake only when the power fails.
Thereby, after the rotation of the ratchet 41 is stopped, the pawl 42 can be displaced from the release position 42a to the restraint position 42b. Therefore, the click 42 can be prevented from being fitted to the fitting portion 41a.
When the passenger conveyor is returned from the power failure and the auxiliary brake drive circuit 70 is supplied with power, the pawl 42 can be displaced from the restraining position 42b to the releasing position 42a.
Fig. 5 is a diagram for explaining the operation of the control device as a comparative example. The horizontal axis of fig. 5 represents time, and the vertical axis represents current. Ia is a current flowing through a foundation brake driving circuit, not shown. Ib is a current flowing through the auxiliary brake driving circuit.
The control device as a comparative example is not provided with the delay circuit 80. Therefore, when a power failure occurs, electric power is not supplied to the auxiliary brake drive circuit as a comparative example thereafter.
Therefore, the current Ib flowing through the auxiliary brake driving circuit decays exponentially as well as the current Ia flowing through the main brake driving circuit. Therefore, the service brake is operated at the elapsed time Ta from the power outage. Then, the auxiliary brake is operated at the elapsed time Tb from the power failure.
In this case, when the auxiliary brake is operated and the pawl 42 is displaced from the release position 42a to the restraint position 42b, the pawl 42 is engaged with the engagement portion 41a if the ratchet 41 is rotated counterclockwise in fig. 1.
Therefore, in the passenger conveyor to which the control device of the comparative example is applied, the pawl 42 may not return to the release position 42a because the pawl 42 is fitted to the fitting portion 41a when recovering from a power failure. That is, there is a concern that the passenger conveyor cannot be restarted.
In the comparative example, since the auxiliary brake is applied immediately after the main brake is applied, if a power failure occurs when the operation direction of the passenger conveyor is the downward direction, the deceleration becomes larger.
As described above, the control device 50 of the passenger conveyor according to embodiment 1 includes the inverter circuit 60, the auxiliary brake driving circuit 70, and the delay circuit 80.
The inverter circuit 60 drives the motor 30. The motor 30 cyclically moves the plurality of steps 10 of the passenger conveyor. The auxiliary brake driving circuit 70 turns the auxiliary brake 40 into a non-operating state. The delay circuit 80 is provided between the inverter circuit 60 and the auxiliary brake driving circuit 70.
Further, the inverter circuit 60 has a smoothing capacitor 63. Delay circuit 80 has contact 1 st 81. The delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the 1 st contact 81 at the time of power failure.
Thus, even if the auxiliary power supply is not provided, the auxiliary brake 40 can be maintained in the non-operating state for a certain period of time after the power failure. Therefore, the cost required for maintaining the auxiliary brake 40 in the non-operating state when the supply of electric power to the passenger conveyor is stopped can be suppressed.
Further, according to the control device 50 of the passenger conveyor of embodiment 1, since the auxiliary brake 40 is operated later than the main brake at the time of power failure, the pawl 42 is not easily engaged with the engagement portion 41a when the pawl 42 is displaced from the release position 42a to the restraint position 42b.
Therefore, when the passenger conveyor is recovered from the power failure, the displacement of the pawl 42 from the restraining position 42b to the releasing position 42a can be suppressed from being hindered. That is, the passenger conveyor can be restarted more reliably when the power failure is recovered.
Further, when a power failure occurs when the operation direction of the passenger conveyor is the downward direction, the auxiliary brake is operated later than the operation of the main brake, so that it is possible to suppress the deceleration from becoming larger.
As shown in fig. 3, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the 1 st contact 81 only during a power failure. This is because the state of the 1 st contact 81 is maintained at the time of power failure, and the 2 nd contact 82 and the 3 rd contact 83 are set to the on state, respectively. In this way, the auxiliary brake 40 is operated simultaneously with the main brake except at the time of power failure, and therefore, the passenger conveyor can be stopped more reliably.
The delay circuit 80 further includes a voltage divider circuit 84, a 2 nd contact 82, and a 3 rd contact 83. The voltage dividing circuit 84 divides the dc bus voltage of the inverter circuit 60. The output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake driving circuit 70 via the 1 st contact 81.
The 2 nd contact 82 is turned off during the operation of the passenger conveyor, and is turned on between the positive electrode LP of the dc bus in the inverter circuit 60 and the voltage divider circuit 84 when the operation of the passenger conveyor is stopped. The 3 rd contact 83 is turned off during operation of the passenger conveyor, and is turned on between the negative electrode LN of the dc bus and the negative electrode CN of the auxiliary brake driving circuit 70 when the operation of the passenger conveyor is stopped.
This can suppress the consumption of electric power in the inverter circuit 60 by the auxiliary brake driving circuit 70 when the power is turned on. In addition, when the normal power supply is turned off, the delay circuit 80 can be operated as a discharge circuit of the inverter circuit 60. Therefore, the cost required to maintain the auxiliary brake 40 in the non-operating state when the supply of electric power to the passenger conveyor is stopped can be further suppressed.
In addition, the passenger conveyor may be a travelator.
In embodiment 1, the ratchet 41, the pawl 42, and the solenoid 43 are provided on one side of the spindle 20. The present invention is not limited thereto, and a pair of ratchet gears 41, a pair of pawls 42, and a pair of solenoids 43 may be provided on both sides of the spindle 20.
The ac power source may be a single-phase ac power source. In this case, the rectifier circuit may be a bridge rectifier circuit.
Further, the latch relay of the 1 st contact 81 may be a double coil latch relay. In the case of the double coil type, a current pulse for setting is input to one coil, and a current pulse for resetting is input to the other coil.
Description of the reference numerals
10: a step; 30: a motor; 40: an auxiliary brake; 50: a control device; 60: an inverter circuit; 63: a smoothing capacitor; 70: an auxiliary brake driving circuit; 80: a delay circuit; 81: a 1 st contact; 82: a 2 nd contact; 83: a 3 rd contact; 84: a voltage dividing circuit; CN: a negative electrode of the auxiliary brake driving circuit; CP: a positive electrode of the auxiliary brake driving circuit; LN: negative pole of the direct current busbar; LP: the positive electrode of the DC bus.
Claims (3)
1. A control device for a passenger conveyor, wherein the control device for the passenger conveyor comprises:
an inverter circuit that drives a motor that cyclically moves a plurality of steps;
an auxiliary brake driving circuit for turning the auxiliary brake into a non-operating state; and
a delay circuit provided between the inverter circuit and the auxiliary brake driving circuit,
the inverter circuit has a smoothing capacitor,
the delay circuit has a 1 st contact, and supplies power from the smoothing capacitor to the auxiliary brake drive circuit via the 1 st contact at the time of power failure.
2. The control device of a passenger conveyor according to claim 1, wherein,
the delay circuit supplies power from the smoothing capacitor to the auxiliary brake drive circuit via the 1 st contact only at the time of the power failure.
3. The control device of a passenger conveyor according to claim 1 or 2, wherein,
the delay circuit also has a voltage divider circuit, a 2 nd contact and a 3 rd contact,
the voltage dividing circuit divides the DC bus voltage of the inverter circuit, the output point of the voltage dividing circuit is connected with the positive electrode of the auxiliary brake driving circuit through the 1 st contact,
the 2 nd contact is opened during operation of the passenger conveyor, and is conducted between the positive electrode of the DC bus in the inverter circuit and the voltage dividing circuit when the operation of the passenger conveyor is stopped,
the 3 rd contact is turned off during operation of the passenger conveyor, and is turned on between the negative electrode of the dc bus and the negative electrode of the auxiliary brake driving circuit when the operation of the passenger conveyor is stopped.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2021/019373 WO2022244239A1 (en) | 2021-05-21 | 2021-05-21 | Passenger conveyor control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117279856A true CN117279856A (en) | 2023-12-22 |
Family
ID=84140220
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202180098055.9A Pending CN117279856A (en) | 2021-05-21 | 2021-05-21 | Control device for passenger conveyor |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP7408014B2 (en) |
| CN (1) | CN117279856A (en) |
| WO (1) | WO2022244239A1 (en) |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5028039B2 (en) | 2006-07-07 | 2012-09-19 | 東芝エレベータ株式会社 | Auxiliary brake control device for passenger conveyor |
| FI126998B (en) * | 2015-03-24 | 2017-09-15 | Kone Corp | Energizing circuit for a magnetizing coil for an operating brake, elevator and method for energizing a magnetizing coil for an operating brake on an elevator |
| JP6109992B1 (en) * | 2016-04-21 | 2017-04-05 | 東芝エレベータ株式会社 | Escalator control system |
| KR101933495B1 (en) * | 2018-04-06 | 2018-12-28 | 주식회사 엘텍 | Device for preventing contraflow of escalator |
| CN108455432A (en) * | 2018-05-02 | 2018-08-28 | 青岛立邦达碳传感科技有限公司 | Escalator senses emergency stop device |
-
2021
- 2021-05-21 WO PCT/JP2021/019373 patent/WO2022244239A1/en active Application Filing
- 2021-05-21 CN CN202180098055.9A patent/CN117279856A/en active Pending
- 2021-05-21 JP JP2023522164A patent/JP7408014B2/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| JPWO2022244239A1 (en) | 2022-11-24 |
| JP7408014B2 (en) | 2024-01-04 |
| WO2022244239A1 (en) | 2022-11-24 |
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