EP3421405A1 - Aufzug und rettungsoperationsteuerungsverfahren - Google Patents

Aufzug und rettungsoperationsteuerungsverfahren Download PDF

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Publication number
EP3421405A1
EP3421405A1 EP17756166.9A EP17756166A EP3421405A1 EP 3421405 A1 EP3421405 A1 EP 3421405A1 EP 17756166 A EP17756166 A EP 17756166A EP 3421405 A1 EP3421405 A1 EP 3421405A1
Authority
EP
European Patent Office
Prior art keywords
passenger car
brake
car
solenoid coil
power supply
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.)
Pending
Application number
EP17756166.9A
Other languages
English (en)
French (fr)
Other versions
EP3421405A4 (de
Inventor
Shinsuke Inoue
Tomoaki Terunuma
Naoto Ohnuma
Kanako Katoh
Akira Iwamoto
Naoki Takayama
Tatsushi Yabuuchi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP3421405A1 publication Critical patent/EP3421405A1/de
Publication of EP3421405A4 publication Critical patent/EP3421405A4/de
Pending legal-status Critical Current

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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

Definitions

  • the present invention relates to an elevator and a rescue operation control method.
  • a conventional elevator enables a car connected to a rope to move up and down by rotating an electric motor from an electric power converter and moving the rope in the vertical direction through a sheave coupled with the electric motor.
  • this electric motor or an encoder connected to the electric motor fails, the elevator stops.
  • the position where the car of the elevator stopped is between the floors and a passenger is in the car at this time, a state in which the passenger is trapped in the car occurs. Since the car does not move in this state, the safety of the passenger is guaranteed, but the passenger experiences discomfort.
  • a method for rescuing the passenger trapped by such failure of the drive system is generally performed by a maintenance worker.
  • the passenger is rescued by moving the car to the nearest floor by releasing the brake manually and using the imbalance between the car and the counterweight.
  • PTL 1 discloses a method for rescuing early by using a dedicated terminal which automatically releases a brake.
  • PTL 1 suggests that the voltage at the starting time is linearly increased until the movement of the car is detected. However, if the responsiveness of a coil used for the brake is low, a voltage command reaches a value, at which the brake can be sufficiently opened, when the brake starts to open and the car moves. Thus, there is a possibility of causing a sudden velocity increase of the car.
  • the present invention provides an elevator and a rescue operation method for the elevator capable of preventing sudden acceleration of a passenger car at a time of starting to move during brake release operation.
  • the present invention provides an elevator including: a passenger car; a rope whose one end is connected to the passenger car; a counterweight connected to an other end of the rope; a sheave around which the rope is wound; a solenoid coil which weakens a braking force as a current supplied increases; a brake device which brakes movement of the passenger car by applying the braking force to the sheave; a brake power supply which supplies the current to the solenoid coil; a moving velocity detection means which detects a moving velocity of the passenger car; and a controller which controls the current supplied by the brake power supply according to the moving velocity of the passenger car detected by the moving velocity detection means, in which the controller moves the passenger car by an imbalance of weights between the passenger car and the counterweight while the braking force is generated by the brake device, by transmitting, to the brake power supply, a command for increasing the current supplied to the solenoid coil by a predetermined value every time a predetermined time elapses when the passenger car
  • the present invention provides a rescue operation control method for an elevator including: a passenger car; a rope whose one end is connected to the passenger car; a counterweight connected to an other end of the rope; a sheave around which the rope is wound; a solenoid coil which weakens a braking force as a current supplied increases; and a brake device which brakes movement of the passenger car by applying the braking force to the sheave, includes: increasing the current supplied to the solenoid coil by a predetermined value every time a predetermined time elapses when the passenger car is stopped in emergency and a passenger is in the passenger car; and moving the passenger car to a floor where the passenger can get off by an imbalance of weights between the passenger car and the counterweight while the braking force is generated by the brake device, by stopping increasing the current supplied to the solenoid coil when a velocity change of the passenger car is detected.
  • FIG. 1 is a block diagram showing the entire configuration of an elevator according to an example.
  • the movement of a car 104 of the elevator is controlled by an elevator controller 100.
  • the elevator controller 100 includes a braking force control unit 20 in addition to an elevator control unit 2 which controls the operation of the elevator.
  • the car 104 moves in a hoistway formed in the building across a plurality of floors. Although not shown in FIG. 1 , the car 104 is connected to a counterweight for balancing with the car 104 through a rope.
  • the car 104 is provided with a passenger car side door (not shown) which engages a riding side door (now shown) to open and close.
  • the movement of the car 104 is performed by a sheave being driven by an electric motor 103. Electric power for the driving is supplied to the electric motor 103 by an electric power converter 101.
  • the electric power converter 101 outputs electric power for controlling the electric motor according to a car position control command of the elevator controller 100.
  • a pulse generator such as an encoder is attached, and the elevator controller 100 counts the pulses generated by the rotation of the electric motor 103, thereby calculating the velocity of the electric motor 103, the hoistway moving direction, the position and the moving distance of the car 104, and the like.
  • the elevator controller 100 outputs a brake power supply stop command and a motive power supply stop command.
  • a brake power supply actuates a brake device 102 and a motive power supply cuts off the power supply to the electric power converter 101 to brake the car 104.
  • the brake power supply and the motive power supply are circuits constituted by electromagnetic contactors called contactors.
  • the brake device 102 is constituted by a brake pad for braking the sheave by frictional sliding, a solenoid coil for pulling up the brake pad to secure a gap between the sheave and the brake pad, and an iron core (core). Normally, when electric power is supplied to the solenoid coil, the brake pad is pulled up by electromagnetic force, and the sheave becomes free from the constraint by the brake pad and freely rotatable. Power is supplied to the solenoid coil through a relay from the brake power supply. Moreover, the brake device 102 is constituted so as to be capable of changing the braking force by a circuit which controls a current (brake current) flowing to the solenoid coil by a brake current control circuit 21.
  • the brake current control circuit 21 is constituted by a converter, such as an inverter circuit or a chopper circuit, which controls the current or the voltage, a hall CT which detects the brake current, and a controller for controlling the brake current, receives, from the elevator controller 100, a command value (brake current command) of the current flowing to the solenoid coil, and controls the brake current to that command value.
  • a command value (brake current command) of the current flowing to the solenoid coil
  • a brake which changes the braking force according to the distance by using a direct acting type actuator, or a brake (shoe brake or the like), which changes the braking force according to the rotation angle by using a rotation mechanism, may be used.
  • the type of the brake does not matter as long as the braking force of the brake is changed according to a certain command.
  • a scale sensor 4 is used to detect the number of passengers in the car.
  • the scale sensor 4 is used to calculate the torque necessary to compensate for the weight difference between the car and the counterweight during normal operation.
  • the scale sensor uses a method for estimating the weight from the amount of deflection of the car floor surface with a proximity sensor or the like provided to the car frame.
  • a position sensor 5 is a door zone sensor which detects whether or not the elevator is at a position where the door can be opened by detecting a detection plate 6.
  • a safety controller 1 is a controller constituting a safety system, which brakes the car 104 by shutting off the brake power supply and the motive power supply independently from the elevator controller 100.
  • the safety controller 1 is mainly constituted by a central processing unit (CPU) which executes a series of processing, and additionally has a watchdog timer for detecting abnormality of the CPU and a circuit for monitoring power supply abnormality.
  • the safety controller 1 may have the constitution which performs mutual comparison by duplicating the CPU in some cases.
  • the inputs of the safety controller 1 are constituted by a means 7 for detecting the position, velocity and acceleration of the car and a means which detects the actuation of a safety device of the elevator.
  • the means 7 for detecting the position, velocity and acceleration of the car is, for example, a pulse generator which outputs pulses according to the position of the car. In this example, one with an encoder attached to a governor is shown in the drawing. Besides that, this means 7 only needs to be a means which can detect an absolute or relative position of the car, such as a type which detects the movement of the passenger car by directly pressing a roller against a guide rail, or a type which magnetizes a rail for the detection.
  • the outputs of the safety controller 1 are constituted by a brake power supply shut-off output 9, a motive power supply shut-off output 10, and a car position and velocity information output 23 detected by the safety controller 1.
  • the brake power supply shut-off output 9 is an output for shutting off the brake power supply to actuate the brake device 102.
  • the motive power supply shut-off output 10 is also an output for stopping the electric motor 103 by shutting off the electric power source of the electric power converter 101. All the outputs are used to brake the car.
  • FIG. 2 is a block diagram showing the series of processing of the braking force control unit 20 in FIG. 1 , and the outline of the series of processing of the braking force control unit 20 will be described with reference to this drawing.
  • a rescue operation start detection processing unit 30 is a processing unit which detects a rescue operation start command transmitted from the elevator control unit 2 of the elevator controller 100, and transmits the start or stop of the rescue operation identified by the rescue operation start command to a brake current command creation processing unit 32.
  • a car velocity detection processing unit 31 receives the car position and velocity information output 23 inputted from the safety controller 1, detects the current car velocity of the self-equipment in the hoistway, and outputs the detected car velocity.
  • the brake current command creation processing unit 32 Based on the rescue operation start command outputted from the rescue operation start detection processing unit 30, the brake current command creation processing unit 32 creates a brake current command and outputs the created brake current command to the brake current control circuit 21.
  • the brake current command creation processing unit 32 also changes the brake current command based on the car velocity outputted from the car velocity detection processing unit 31.
  • the brake current command creation processing unit 32 acquires different adjustment parameters depending on the type of brake from a model information database (DB) 33. Specifically, these adjustment parameters include a time for stopping the increase of the current command value for a certain period of time after the current is increased to a certain value to wait for the change in the magnetic flux. The change in the magnetic flux which changes the brake torque is delayed from the change in the current command.
  • DB model information database
  • a time for stopping the increase of the current command value for a certain period of time after the current is increased to a certain value is provided to wait for the change in the magnetic flux. Since the change in the current command value and the delay in the magnetic flux change are different depending on the structure and size of the brake, this information is acquired from the model information database (DB).
  • FIG. 3 is a timing chart showing one example of the outline of the behavior of the elevator according to Example 1. Specifically, FIG. 3 shows the relationships among the brake current command i* created by the brake current command creation processing unit 32, the brake current i flowing to the solenoid coil, the brake torque T acting between the brake pad and the sheave, and the car velocity with the horizontal axes as time. Also, for convenience of explanation, the time axis is divided into five sections from (a) to (e). Hereinafter, the basic behavior method will be described in order from the section (a) .
  • the brake current command i* is in a state of zero
  • the brake torque T is in a state in which sufficient torque is given to constrain the sheave
  • the car velocity is zero.
  • the brake current command i* is increased stepwise, and the brake current i flowing to the solenoid coil also increases accordingly.
  • the purpose of increasing the brake current command i* (or the brake current i) is to weaken the brake torque T, which is the braking force of the brake, by increasing the brake current i, and set the torque generated from the imbalance between the car and the counterweight and the braking force of the brake into an equilibrium state.
  • the behavior is that, as the brake current i increases, an electromagnetic force is generated in the solenoid coil, and the brake torque T is weakened.
  • the brake torque T is in a state of being greater than the torque generated by the imbalance between the car and the counterweight so that the car does not move and the car velocity V remains at zero.
  • the command is made stepwise at this time because the responsiveness of the brake is taken into consideration.
  • the actuator such as the brake device 102 is constituted by an iron core and a coil.
  • the brake device 102 which is the actuator, behaves in a direction to open with a delay to the current command. For this reason, as shown in the section (b) in FIG.
  • the increase of the current is stopped for a certain period of time after the current is increased to a certain value to wait for the change in the magnetic flux.
  • the time to stop the increase of the current is equal to or greater than the delay time of the magnetic flux change from the change in the current.
  • the section (c) is the timing from increasing the brake current command i* until the car moves and the car velocity V is detected. As previously mentioned, there is a response delay of the magnetic flux change from the change in the current command. Thus, there is a time as this section (c) from that the brake torque T changes until the car velocity V is detected.
  • the section (d) shows a state in which the brake current command i* is fixed at the timing the car velocity V is detected.
  • the detection of the car velocity V indicates a state in which the brake torque T is less than the torque generated from the imbalance between the car and the counterweight.
  • the section (e) shows a state in which the brake torque T, which is the braking force of the brake, is continuously controlled by continuously changing the brake current command as a square wave without suddenly increasing the change amount per unit time according to the detected car velocity V, and the car is being controlled at a constant velocity.
  • the brake torque is repeatedly applied as a square wave, and the change amount of the brake torque T per unit time becomes large.
  • the brake current is continuously controlled, and the brake torque T is continuously changed.
  • the change amount of the brake torque T becomes small so that it is possible to prevent sudden acceleration of the passenger car at the time of starting to move and to reduce the vibration of the car.
  • FIG. 4 is a timing chart showing another example of the outline of the behavior of the elevator according to the present invention, showing the operation method for decelerating the velocity in the section (d) in FIG. 3 to once stop the car and repeating again from the section (a).
  • the feature of this mode is that the brake torque is changed according to the brake current. Not only the constant velocity operation, but also the operation may be repeated again after stopping once every time in this way.
  • the merit of behaving in this way is that it is not necessary to consider the influence on the brake pad when running continuously.
  • the brake pad continuously wears out during the constant velocity running.
  • FIG. 5 is a flow diagram showing one example of a rescue operation method for the elevator according to the present invention and shows a flowchart of a series of processing executed by the brake current command creation processing unit 32.
  • the brake current command creation processing unit 32 judges ON (start)/OFF (stop) of the rescue operation start command outputted from the rescue operation start detection processing unit 30.
  • the rescue operation start command is OFF, the processing ends.
  • the rescue operation start command is ON, the processing proceeds to Step S102.
  • the condition under which the rescue operation start command is ON is normally set to when a passenger is trapped in the car and the motor or the like cannot be driven due to some abnormality, or the like. Note that, as a behaving condition at this time, it is also necessary for the brake to behave normally.
  • the condition under which the rescue operation start command is OFF is set to when the car reaches the door openable position on the nearest floor during usual operation or during carrying out the rescue operation.
  • Step S102 the brake current command creation processing unit 32 decides whether or not the car velocity V is zero.
  • the car velocity V is zero
  • the car is in a stopped state by the brake so that the processing proceeds to step S103.
  • the brake current i is increased to weaken the brake torque T, which is the braking force of the brake
  • the brake current command i* is increased to bring the torque generated from the imbalance between the car and the counterweight and the braking force of the brake into an equilibrium state.
  • the processing returns to Step S101.
  • the processing proceeds to Step S104.
  • Step S104 the brake current command i* is fixed. By fixing the brake current command i* in a situation where the car velocity is not zero, it is possible to secure a slipping state in which the brake pad and the sheave frictionally move without completely releasing the brake.
  • Step S105 whether or not the car velocity V is greater than a target car velocity V* is decided.
  • the target car velocity V* is normally set to the maintenance operation velocity or lower velocity, but may be set to the rated velocity.
  • the current command is continuously decreased to decelerate the car by the brake torque (Step S106).
  • Step S107 whether or not the car velocity V is less than the target car velocity V* is decided.
  • the current command is continuously increased to reduce the brake torque to increase the velocity of the car.
  • the controller when the controller transmits a command to change the braking force to the brake from the state in which the passenger car is stopped and the movement of the passenger car is detected by the movement detection means, the controller controls the braking force of the brake.
  • the braking force of the brake is changed from the state in which the brake is actuated to keep the passenger car, and the passenger car starts to move when the braking force of the brake becomes less than the torque generated from the imbalance between the passenger car and the counterweight.
  • the braking force of the brake after the passenger car starts to move, it is possible to move the passenger car at low velocity and with low vibration.
  • the model information database (DB) shown in FIG. 2 is used to refer to the time for stopping the increase of the current command value for a certain period of time after the current is increased to a certain value in order to wait for the change in the magnetic flux.
  • a fixed value may be set according to the type of brake having the slowest response.
  • brakes such as drum type, internal type, and shoe type, and responsiveness differs according to the type of brake. For this reason, when the car is moved by intermittently releasing the brake with the technique disclosed in PTL 1, the minimum time for opening and closing the brake differs depending on the type of the brake. Thus, it is necessary to separately adjust the control.
  • the rescue operation can be performed by releasing the brake without depending on the type of brake.
  • the actuator such as the brake, constituted by the coil and the iron core
  • the magnetic permeability of the iron core is low, the responsiveness of the change in the magnetic flux to the change in the current is low, causing such a possibility.
  • the present invention is not limited to the above examples and includes various modification examples.
  • the detailed description of the above examples has been made so that the present invention can be easily understood, and the present invention is not necessarily limited to those including all the constitutions which have been described.
  • part of the constitution of one example can be replaced with the configurations of other examples, and the constitutions of other examples can be added to the constitution of one example.
  • addition, deletion and replacement of other constitutions can be made to part of the constitution of each example.

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  • Elevator Control (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
EP17756166.9A 2016-02-26 2017-02-06 Aufzug und rettungsoperationsteuerungsverfahren Pending EP3421405A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016035025A JP6592376B2 (ja) 2016-02-26 2016-02-26 エレベーター及び救出運転方法
PCT/JP2017/004192 WO2017145725A1 (ja) 2016-02-26 2017-02-06 エレベーター及び救出運転制御方法

Publications (2)

Publication Number Publication Date
EP3421405A1 true EP3421405A1 (de) 2019-01-02
EP3421405A4 EP3421405A4 (de) 2019-11-06

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP17756166.9A Pending EP3421405A4 (de) 2016-02-26 2017-02-06 Aufzug und rettungsoperationsteuerungsverfahren

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EP (1) EP3421405A4 (de)
JP (1) JP6592376B2 (de)
CN (1) CN108698790B (de)
WO (1) WO2017145725A1 (de)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108394780A (zh) * 2018-04-17 2018-08-14 快意电梯股份有限公司 无机房电梯救援控制系统
EP3656718A1 (de) * 2018-11-23 2020-05-27 Otis Elevator Company Aufzugsicherheitssystem mit selbstdiagnosefunktion
CN111288100B (zh) * 2018-12-10 2023-03-14 奥的斯电梯公司 制动装置、制动装置检测方法以及电梯系统
US11415191B2 (en) * 2019-10-04 2022-08-16 Otis Elevator Company System and method configured to identify conditions indicative of electromagnetic brake temperature
DE112021007419T5 (de) 2021-03-29 2024-01-18 Mitsubishi Electric Corporation Aufzugssystem
CN113401759B (zh) * 2021-06-29 2023-06-23 日立楼宇技术（广州）有限公司 一种电梯轿厢的制动方法及装置

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JPS56117970U (de) * 1980-02-05 1981-09-09
JPS56117970A (en) * 1980-02-18 1981-09-16 Hitachi Ltd Emergency driving device for elevator
JPH07242376A (ja) * 1994-03-07 1995-09-19 Toshiba Corp エレベータ制御装置の停電時着床装置
US7434664B2 (en) * 2005-03-08 2008-10-14 Kone Corporation Elevator brake system method and control
JP4607631B2 (ja) * 2005-03-16 2011-01-05 株式会社日立製作所 エレベーター用ブレーキ制御装置
CN201002902Y (zh) * 2006-06-30 2008-01-09 东芝电梯株式会社 用于电梯超速保护装置的控制装置
JP2008230757A (ja) * 2007-03-20 2008-10-02 Toshiba Elevator Co Ltd 機械室レスエレベータシステム
JP4975103B2 (ja) * 2007-07-25 2012-07-11 三菱電機株式会社 エレベータ装置
JP5369616B2 (ja) * 2008-10-31 2013-12-18 株式会社日立製作所 エレベーター
CN102414110A (zh) * 2009-05-01 2012-04-11 三菱电机株式会社 电梯装置
JP2013119436A (ja) * 2011-12-06 2013-06-17 Hitachi Ltd エレベータ装置およびその制御方法

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Publication number Publication date
CN108698790B (zh) 2019-12-24
JP6592376B2 (ja) 2019-10-16
WO2017145725A1 (ja) 2017-08-31
CN108698790A (zh) 2018-10-23
JP2017149552A (ja) 2017-08-31
EP3421405A4 (de) 2019-11-06

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