JP2012140216A - Passenger conveyor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a passenger conveyor that is capable of setting a braking time in the same, even if a load changes.SOLUTION: The passenger conveyor includes a driving motor 12, a flywheel connected to the driving motor 12, a reduction gear connected to the driving motor 12, a continuously variable transmission 16 connecting an input shaft to the driving motor 12 and connecting an output shaft to the reduction gear, and a main brake 24 for stopping rotation of the output shaft of the continuously variable transmission 16. When stopping the driving motor 12 by using the main brake 24, the reduction gear ratio of the continuously variable transmission 16 is changed so that a rotational speed of the output shaft of the continuously variable transmission 16 increases as the detected load increases.

Description

  Embodiments of the present invention relate to passenger conveyors such as escalators and moving walkways.

  Conventionally, the set brake torque of the main brake and auxiliary brake for the drive motor that moves the steps of the escalator has been set higher than the required set brake torque at full load. Becomes larger. Therefore, increase the inertia (force that keeps rotating when you try to stop the rotating one) by adding a flywheel, etc. to extend the braking time and reduce the deceleration when there are few passengers (For example, refer to Patent Document 1).

JP-A-5-278984

  As described above, in the conventional escalator, the braking time is adjusted by changing the flywheel and the set brake torque at the time of designing.

  However, if the escalator manufacturer's internal regulations or regulations stipulate the minimum and maximum braking time, the flywheel inertia and the set brake torque should be increased alternately to keep the braking time within that range. Go and check the conditions that satisfy the conditions. That is, the inertia of the flywheel is increased to increase the braking time, or the set brake torque is increased to reduce the braking time. Therefore, in order to satisfy these conditions, it is necessary to increase the flywheel inertia and the set brake torque to some extent.

  However, the higher the load on the escalator that is to be stopped, such as the high head, the narrower the adjustment range of the flywheel inertia and the set brake torque. In some cases, the brake There was a problem that it was necessary to change.

  Therefore, in view of the above problems, the present invention provides a passenger conveyor that can maintain the same braking time even when there is a change in load.

  An embodiment of the present invention includes a drive motor, a flywheel connected to the drive motor, a speed reducer connected to the drive motor, an input shaft connected to the drive motor, and an output shaft connected to the speed reducer. A continuously variable transmission connected, a main brake for stopping rotation of the output shaft of the continuously variable transmission, a first drive sprocket provided on the output side of the speed reducer, and the first drive sprocket and the drive A second drive sprocket connected via a chain, a step sprocket attached to the second drive sprocket, a step attached to a step chain spanned over the step sprocket, and a load on the step is detected A load detection unit that stops the drive motor using the main brake and the output shaft of the continuously variable transmission increases as the detected load increases. As the number of rolling is increased, a passenger conveyor and having a control unit for changing the reduction ratio of the continuously variable transmission.

It is explanatory drawing of the escalator of Example 1 which concerns on this invention. It is a block diagram of the escalator of Example 1. It is a block diagram of the escalator of Example 2. It is a block diagram of the escalator of Example 3. It is a block diagram of the escalator of Example 4.

  Hereinafter, a passenger conveyor according to an embodiment of the present invention will be described with reference to the drawings. In the following embodiments, description will be made by applying the present invention to the escalator 10 as a passenger conveyor.

  The escalator 10 of Example 1 which concerns on this invention is demonstrated based on FIG. 1 and FIG.

(1) Structure of escalator 10 The structure of the escalator 10 is demonstrated based on FIG.

  As shown in FIG. 1, a drive motor 12 is arranged in an upper floor machine room in a truss installed in a building, and a load shaft of the drive motor 12 is continuously connected via a coupling 14. An input shaft of the transmission 16 is connected, and a flywheel 18 is attached to the anti-load shaft.

  The output shaft of the continuously variable transmission 16 is connected to the input shaft of the speed reducer 22 via the coupling 20. A main brake 24 is provided at a portion connecting the output shaft of the continuously variable transmission 16 and the input shaft of the speed reducer 22. A small drive sprocket 26 is attached to the output shaft of the speed reducer 22. The main brake 24 operates when the escalator 10 is stopped or when a power failure occurs, and brakes by sandwiching both sides of the coupling 20 with brake shoes.

  On the other hand, a large driving sprocket 30 is attached to the driving shaft 28 and is connected to the small driving sprocket 26 via a driving chain 32.

  A pair of left and right step sprockets 34, 34 are attached to the left and right sides of the drive shaft 28. 1, a pair of left and right step sprockets are similarly attached to the drive shaft on the lower floor (not shown), and a pair of left and right endless step chains 36, 34 are provided between the upper floor step sprockets 34, 34. 36 is stretched over.

  A large number of steps 38 are attached between the pair of left and right step chains 36. Then, by rotating the drive motor 12, the step chain 36 moves, and at the same time, the step 38 moves up and down along a guide rail (not shown).

  A controller 46 of the escalator 10 is disposed in the machine room.

  A ratchet 42 is coaxially attached to the drive shaft 28, and an auxiliary brake 44 is attached to the ratchet 42. The auxiliary brake 44 operates when an abnormality such as excessive speed or reverse rotation of the rotary shaft 28 occurs, and the engagement pawl of the auxiliary brake 44 engages with the ratchet 42 to prevent the drive shaft 28 from rotating. The auxiliary brake 44 is operated by, for example, a safety switch 40 described later.

  A safety switch 40 is provided near the step 38 and the skirt guard. The safety switch 40 includes, for example, a skirt guard pinched detection device, an inlet pinched detection device (handrail belt entry port pinched detection device), and a step lift detection device.

  A strain gauge 48 is attached to the guide rail that moves the step 38, and the strain amount of the strain gauge 48 is output to the strain detector 50. The strain detection device 50 outputs a passenger load signal indicating an output value proportional to the magnitude of the load to the controller 46, assuming that the greater the amount of strain detected, the greater the number of passengers on the step 38 and the greater the load. That is, the output value of the passenger load signal corresponds to the load of the passenger on the escalator 10.

(2) Electrical Configuration of Escalator 10 Next, the electrical configuration of the escalator 10 will be described based on the block diagram of FIG.

  As shown in FIG. 2, the drive motor 12, the continuously variable transmission 16, the main brake 24, the safety switch 40, and the distortion detection device 50 are connected to the controller 46 that controls the escalator 10.

(3) Operation state of escalator 10 Next, the operation when the escalator 10 stops will be described.

  Until the main brake 24 operates, the strain detection device 50 always detects the strain amount by the strain gauge 48, and the strain detection device 50 outputs a passenger load signal corresponding to the strain amount to the controller 46.

  When the main brake 24 is operated at the time of stop by the control of the controller 46 or at the time of power failure, the controller 46 changes the reduction ratio of the continuously variable transmission 16 based on the load corresponding to the output value of the passenger load signal. That is, the controller 46 changes the gear ratio so that the rotational speed of the output shaft of the continuously variable transmission 16 increases as the passenger's load increases. This will be described in detail below. The rotation speed of the input shaft of the continuously variable transmission 16 is calculated by the rotation speed of the drive motor 12, and the rotation speed of the drive motor 12 is constant when the escalator 10 is driven. The braking time t (seconds) until the escalator 10 stops when the main brake 24 is operated is expressed by Expression (1).

^{t = (GD 2/375)} × (N / T) ··· (1)

However, GD ² is inertia, rotational speed of the shaft to N will stop, T is a braking torque. GD ² includes loading weight, weight and size of articles (handrail, step 38, driving large sprocket 30, driving small sprocket 26, etc.), driving device (driving motor 12, speed reducer 16, couplings 14, 20 and main). It is determined by the weight and size of the brake 24, auxiliary brake 44, and flywheel 18).

  The deceleration α during braking is expressed by equation (2).

α = V / t (2)

However, V is the speed to stop.

From the equation (1), when stopping at a predetermined braking torque T, the larger the GD ² is, the longer the braking time (braking distance) t becomes. As a result, as shown in the equation (2), the deceleration α is Get smaller.

  On the other hand, the relationship between the rotational speed and the inertia is expressed as in Expression (3).

[GD _j ² ] _i = GD _j ² × (N _j / N _i ) ² (3)

Where GD _j ² is inertia (kgf · m ² ) belonging to axis j, N _j is the rotational speed (rpm) of axis j, [GD _j ² ] _i is inertia (kgf · m ² ) belonging to axis i, N _i is the rotational speed (rpm) of the axis i.

From the above equation (3), it can be seen that the inertia acts by the square of the rotation speed ratio. Therefore, the relationship between the number of revolutions the main brake 24 tries to stop and the braking time t will be described using specific values based on the relationship between the equations (1) and (3). That is, the inertia GD _j ² = 5 (kgf · m ² ) belonging to the axis j, the rotation speed N _j = 100 (rpm) of the axis j, the braking torque T at load 5 (kgf · m), The case where the braking torque T ₀ at load is set to 10 (kgf · m) will be described.

  First, since the braking torque T is basically set brake torque−load torque (passenger load or the like), the braking torque T is larger when there is no load than when it is loaded.

When the reduction ratio of the continuously variable transmission 16 is 1: 1, the braking time t _{1 under} load is 0.27 (seconds) from the following equation (4) according to the equation (1).

^{_{t 1 = (GD j 2/}} 375) × (N j / T)
= (5/375) × (100/5) = 0.27 (seconds) (4)

Here, the rotation speed of the axis j after changing the reduction ratio of the continuously variable transmission 16 from 1: 1 to 1: 2 is N _j ′,

N _j ′ = N _j / 2 = 100/2 = 50 (rpm) (5)

It becomes. In addition, [GD _j ² ] ′ at this time is obtained from the equation (3):

[GD _j ² ] ^′ = GD _j ² × (N _j / N _j ^′ ) ²
= 5 × (100/50) ² = 20 (kgf · m ² ) (6)

It becomes. From the equations (5) and (6), the braking time t ₂ when the reduction ratio of the continuously variable transmission 16 is 1: 1 to 1: 2 at no load is

t ₂ = ([GD _j ² ] ′ / 375) × (N _j ′ / T ₀ )
= 20/375 × 50/10 = 0.27 (seconds) (7)

It becomes. By changing the reduction ratio of the continuously variable transmission 16 based on the results of the expressions (4) and (7), the braking time (braking distance) t can be set to the same 0.27 seconds regardless of the load condition. .

(4) Effect According to the present embodiment, when the drive motor 12 is stopped using the main brake 24, the rotation speed of the output shaft of the continuously variable transmission 16 increases as the detected load increases. By changing the reduction ratio of the stepped transmission 16, the variation in braking time can be reduced, and even when there are few passengers and the load is small, the braking time is not shortened and the deceleration is not increased.

  In addition, it is not necessary to increase the flywheel 18 and the set brake torque until it is within the range of the minimum and maximum braking distances defined as in the prior art, the device configuration can be reduced, and the application in the brake type is also possible. Can be expanded.

  Next, the escalator 10 of Example 2 which concerns on this invention is demonstrated based on FIG.

  In the first embodiment, the rotational speed of the input shaft of the continuously variable transmission 16 is set by the rotational speed of the drive motor 12, but in this embodiment, the rotational speed of the input shaft of the continuously variable transmission 16 is detected instead. A rotation speed detection device 52 is provided.

  According to the present embodiment, the accuracy is higher than that of the escalator 10 of the first embodiment, the reduction ratio in the continuously variable transmission 16 can be changed, and variation in braking time under load conditions can be further reduced.

  Next, the escalator 10 of Example 3 which concerns on this invention is demonstrated based on FIG.

  In the escalator 10 of the first and second embodiments, the load on the escalator 10, that is, the passenger's load, is obtained by the strain gauge 48 and the strain detection device 50. However, in the present embodiment, instead of this, the drive current of the drive motor 12 is detected by the drive current detection device 54, and it is determined that the load increases as the drive current increases, and the drive current detection device 54 Outputs a passenger load signal corresponding to the load to the controller 46.

  Even in the escalator 10 according to the present embodiment, it is possible to detect the passenger load with high accuracy by detecting the drive current of the drive motor 12, and therefore it is possible to reduce the variation in the braking time under the load condition.

  Next, the escalator 10 of Example 5 which concerns on this invention is demonstrated based on FIG.

  The present embodiment is a combination of the configurations of the second embodiment and the third embodiment. The rotational speed of the input shaft of the continuously variable transmission 16 is detected by the rotational speed detection device 52 and the load on the escalator 10 is detected by the drive current. Detected by device 54.

  In the case of the escalator 10 in the present embodiment, the optimum reduction ratio can be selected and a load with high accuracy can be detected, so that variations in braking time can be further reduced.

Example of change

  In each of the above embodiments, the escalator 10 has been described. However, instead of this, each embodiment may be applied to a moving sidewalk.

  In this embodiment, the load applied to the escalator 10 has been described in two stages, ie, when there is no load and when there is a load, and the reduction ratio is also two stages correspondingly. Alternatively, the load stage may be a plurality of stages and the reduction ratio may be multistage. For example, it is set in three stages, no load, low load, and maximum load, and the reduction ratio is also set in three stages, and the number of revolutions is lower than when there is no load, and when the maximum load is lower than when it is low. You may control so that it may go up.

  Although one embodiment of the present invention has been described above, this embodiment is presented as an example and is not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 10 ... Escalator, 12 ... Drive motor, 16 ... Continuously variable transmission, 18 ... Flywheel, 22 ... Reduction gear, 24 ... Main brake, 26 ... Small drive sprocket 28 ... Drive shaft, 30 ... Drive large sprocket, 32 ... Drive chain, 34 ... Step sprocket, 36 ... Step chain, 38 ... Step, 46 ... Controller, 48 ... Strain gauge, 50 ... Strain detector, 52 ... Rotational speed detector, 54 ... Drive current detector

Claims (4)

A drive motor;
A flywheel coupled to the drive motor;
A speed reducer coupled to the drive motor;
A continuously variable transmission having an input shaft coupled to the drive motor and an output shaft coupled to the speed reducer;
A main brake for stopping rotation of the output shaft of the continuously variable transmission;
A first drive sprocket provided on the output side of the speed reducer;
A second drive sprocket coupled to the first drive sprocket via a drive chain;
A step sprocket attached to the second drive sprocket;
A step attached to a step chain spanned over the step sprocket;
A load detector for detecting a load on the step;
When the drive motor is stopped using the main brake, the reduction ratio of the continuously variable transmission is changed so that the rotation speed of the output shaft of the continuously variable transmission increases as the detected load increases. A control unit,
Passenger conveyor characterized by having. The load detector is
A strain gauge for detecting the amount of strain of the guide rail along which the steps move;
A strain detector that detects the load from the amount of strain;
The passenger conveyor according to claim 1, comprising: The load detection unit detects the load from a drive current of the drive motor;
The passenger conveyor according to claim 1. A rotation speed detector for detecting the rotation speed of the input shaft of the continuously variable transmission;
The control unit changes the reduction ratio based on the detected rotation speed and the load.
The passenger conveyor according to any one of claims 1 to 3, wherein

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