JP3368554B2 - Hydraulic elevator equipment - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic elevator system, and more particularly to controlling supply and discharge of pressure oil to and from a hydraulic jack for raising and lowering a car by a hydraulic pump driven by a forward / reverse variable speed electric motor and an electromagnetically operated hydraulic on-off valve device. The present invention relates to a hydraulic elevator device of the type.

[0002]

2. Description of the Related Art As a hydraulic elevator apparatus of this type,
For example, those disclosed in JP-A-5-193873 and JP-A-5-201656 are known.
These conventional hydraulic elevator devices are, in any case, a hydraulic jack that drives the car up and down, an electric motor that is controlled by an inverter device to control the forward and reverse speeds, a hydraulic pump that is driven by this electric motor, the hydraulic pump and the hydraulic pump. A command signal is given to the electromagnetically operated hydraulic on-off valve device that controls the opening and closing of the main flow path to and from the jack, and a command signal is given to the electric motor and the electromagnetically operated hydraulic on-off valve device so that the pressures on the hydraulic jack side and the hydraulic pump side are And a control device for opening the electromagnetically-operated hydraulic on-off valve device and controlling the operating speed of the hydraulic jack by controlling the supply / discharge flow rate of the hydraulic pump by the forward / reverse variable speed control of the electric motor when they become substantially equal. .

Electromagnetically operated hydraulic on-off valve devices often have
Hydraulically operated main check valve of the poppet valve type, solenoid valve for opening that connects the pilot pressure chamber of this main check valve to the tank line when opening, and pilot pressure when closing the pilot pressure chamber of the main check valve. A solenoid valve for closing the valve that introduces oil and a throttle valve for each shock adjustment for starting and stopping that adjusts the shock of the car by restricting the pilot flow of the main check valve when starting and stopping There is.

[0004]

In the conventional hydraulic elevator system as described above, the shock adjusting throttle valve is composed of one independent throttle valve for starting and one for stopping, and the elevator for raising the car, Regardless of the downward movement, the pressure in the pilot pressure chamber of the main check valve is released to the tank line by exciting the solenoid valve for opening and closing the check valve, so the main check valve is fully opened regardless of the passing flow rate, and therefore the main flow path Even when the flow rate is low (during creep), the main check valve operates in the same way as when the flow rate is high (during high-speed operation), so there is the drawback that the response delay causes the flow rate to pass through during an emergency stop to increase. In addition, the same throttle valve is used as a shock adjustment throttle valve that functions during stoppage for both normal stop and emergency stop. Flip give throttling effect, there is a disadvantage that in each case it is impossible to obtain an optimal shock adjustment effects individually.

Therefore, an object of the present invention is to solve the above-mentioned drawbacks and inconveniences of the prior art, and to perform an emergency stop operation during creep (when the car is moving at a low speed and the flow rate of the main check valve is small). It is possible to eliminate the response delay of the above, and to make the passing flow rate at the time of emergency stop during creep almost zero. At the same time, it is possible to optimize the adjustment of shock mitigation during emergency stop operation not only when ascending but also when descending. Is to provide.

[0006]

In order to solve the above-mentioned problems, a hydraulic elevator system according to the present invention includes a hydraulic jack for raising and lowering a car, a forward / reverse variable speed controlled electric motor, and a motor driven by the electric motor. A hydraulic pump, an electromagnetically operated hydraulic on-off valve device that controls opening and closing of a main flow path between the hydraulic pump and the hydraulic jack, and a command signal to the electric motor and the electromagnetically operated hydraulic on-off valve device. When the pressures on the hydraulic jack side and the hydraulic pump side become substantially equal, the electromagnetically operated hydraulic opening / closing valve device is opened, and the hydraulic jack is operated by controlling the feed / discharge flow rate of the hydraulic pump by the forward / reverse variable speed control of the electric motor. The electromagnetically operated hydraulic on-off valve device is disposed in the main flow path between the hydraulic pump and the hydraulic jack to control the flow rate when the valve is opened. A hydraulic pilot operated main check valve that opens according to the opening degree, a selector valve that guides the pressure oil on the high pressure side of either the hydraulic jack side or the hydraulic pump side of the main flow path to the outlet, and the pilot of the main check valve A switching position for raising, which connects the first pilot passage leading to the pressure chamber to the hydraulic jack side of the main passage when the car rises, and a descent connecting the first pilot passage to the second pilot passage leading to the outlet of the selector valve. Dual solenoid type ascending / descending selection solenoid valve having a switching position for maintaining the communication between the first pilot passage and the pilot pressure chamber in the deenergized state, and is excited when the car descends to set the pilot pressure chamber to the first position. 1
A solenoid valve for lowering operation that shuts off from the pilot passage and communicates with the hydraulic pump side of the main flow path; first and second shock adjusting throttle valves connected in parallel to the outlet of the selector valve; And an emergency stop solenoid valve for selectively connecting either one of the second shock adjusting throttle valve to the second pilot passage in an excited state and a non-excited state. A dedent mechanism is provided for mechanically holding the ascending or descending switching position switched by excitation even in a non-excited state.

According to a preferred aspect of the present invention, the ascending / descending selection solenoid valve is a first solenoid device for switching from a descending switching position to an ascending switching position by excitation, and is descended from the ascending switching position by excitation. A second solenoid device for switching to a power switching position, the detent mechanism mechanically holds the rising switching position switched by the excitation of the first solenoid device until the second solenoid device is excited. , Mechanically hold the lowering switching position switched by the excitation of the second solenoid device until the first solenoid device is excited.

In the hydraulic elevator apparatus of the present invention having such characteristics, when the car is raised or lowered, for example, a sequencer activates the ascending / descending selection solenoid valve or the descending solenoid valve to operate the main check valve. By introducing the pressure (secondary pressure) on the downstream side of the main check valve into the pilot pressure chamber, the main check valve has an optimum opening according to the passing flow rate. Therefore, when creeping with a small passing flow rate, the opening of the main check valve also changes. Since it is small, there is almost no response delay in the emergency stop operation, the passing flow rate at the time of emergency stop is almost zero, and the car stops within a short distance together with the adjusted shock buffering effect.

That is, in the emergency stop operation at the time of raising the car, since the ascending / descending selection solenoid valve is provided with the detent mechanism which mechanically holds the switching position at that time even if the excitation is cut off at the time of the emergency stop. , Even if the excitation of the up / down selection solenoid valve is cut off due to power cutoff, the original check valve function of the main check valve is maintained, and if the electric power is cut off due to power cutoff, the inertial rotation speed of the hydraulic pump drops. The main check valve automatically closes without a shock and the car stops as the discharge decreases. This emergency stop operation is performed with almost no delay in response because the opening of the main check valve is small according to the low flow rate during creep when the flow rate is small, and the flow rate during that period becomes negligible.

Further, in the emergency stop operation when the car is lowered, when the lowering solenoid valve is demagnetized by shutting off the power, the pilot pressure chamber of the main check valve is connected to the first pilot passage side. The selection solenoid valve remains in the lowering switching position by the detent mechanism, so that the first pilot passage communicates with the second pilot passage. To the second pilot passage, one of the emergency stop solenoid valves, which is deenergized by the power shutoff at this time, is connected to, for example, the second shock adjusting throttle valve,
Therefore, if the first shock adjusting throttle valve is used for shock mitigation during normal stop, and the second shock adjusting throttle valve is used for shock mitigating during emergency stop, the throttle opening degree is set independently, respectively. The valve closing pilot pressure at the time of emergency stop that is introduced into the second pilot passage via the selector valve is introduced into the pilot pressure chamber from the first pilot passage after the shock is mitigated at the independently set throttle opening. Therefore, the closing operation of the main check valve can be performed without causing an excessive hydraulic shock. As described above, since the first and second shock adjusting throttle valves can be adjusted independently of each other, for example, the opening degree of the throttle valve used for shock mitigation at the time of emergency stop can be adjusted during high-speed descent operation of the car. By adjusting the shock buffer amount (gravitational acceleration) of the emergency stop based on the setting standard, the optimum shock reduction effect for the emergency stop operation is independent from the normal stop when the car is descending. It is possible to obtain Of course,
Also in this case, the emergency stop operation is performed with almost no delay in response because the opening of the main check valve is small in response to the low flow rate during creep, and the passing flow rate during that period is negligible.

[0011]

1 is a hydraulic circuit diagram showing an example of an embodiment of a hydraulic elevator control apparatus according to the present invention. This device includes a hydraulic jack 2 that drives a car 1 up and down, a hydraulic pump 4 that is driven by an inverter motor M at a variable speed in forward and reverse directions, the hydraulic pump 4 and the hydraulic jack 2.
An electromagnetically-operated hydraulic on-off valve device 3 that controls opening and closing of a main flow path between and, and a controller 12 that is a control device that controls the operation of these components.

The electromagnetically operated hydraulic on-off valve device 3 has a main check valve 5 for opening and closing the main flow path, a first pilot passage LP1 communicating with a pilot pressure chamber (spring chamber) 5a of the main check valve 5, and a second pilot passage LP2. Alternatively, the double solenoid type ascending / descending selection solenoid valve 6 for switching to the third pilot passage LP3 is kept in communication with the first pilot passage LP1 and the pilot pressure chamber 5a in the deenergized state, and is cut off in the excited state. Pilot pressure chamber 5a
To the hydraulic pump 4 side of the main check valve 5, the lowering operation solenoid valve 7, the hydraulic pressure on the hydraulic jack 2 side of the main check valve 5 or the hydraulic pressure on the hydraulic pump 4 side, whichever is higher, is selected and the outlet is selected. A shuttle valve type selector valve 8 leading to the port 8c, a pressure sensor PG for detecting the pressure value of the hydraulic pressure led to the outlet 8c of the selector valve 8, and an outlet 8c of the selector valve 8 were connected in parallel. The first shock adjusting throttle valve 15 for normal stop, the second shock adjusting throttle valve 16 for emergency stop, and the first and second shock adjusting throttle valves 15, 16 are connected to the second pilot passage L.
An electromagnetic valve 14 for emergency stop that is switch-connected to P2, an anti-cavitation valve 9 and a safety valve 10 that are connected in parallel between the hydraulic pump 4 side of the main check valve 5 and the tank line, and a pressure adjusting spring of the safety valve 10 in cold weather. The temperature raising circuit 11 controls the drain pressure of the chamber to heat the hydraulic oil. The third pilot passage LP3 is connected to the main check valve 5 on the hydraulic jack 2 side.

A differential pressure switch 13 is connected between both inlet ports of the selector valve 8, and the differential pressure switch 13 has a hydraulic pressure on the hydraulic pump 4 side which is substantially equal to that on the hydraulic jack 2 side. When it becomes, an electric signal is given to the controller 12. A manually operated on-off valve 17 for manually reducing the jack pressure to the tank line when necessary is connected between the hydraulic jack 2 side and the tank line.

The ascending / descending selection solenoid valve 6 is a two-solenoid type two-position directional control valve having two opposing first and second solenoid devices A and B. The first solenoid device A is excited. When the second solenoid device B is energized, the switching position 6a is taken up, and when the second solenoid device B is energized, the descending switching position 6b is taken. In both cases, the position switched by the excitation of the solenoid device It is provided with a detent mechanism 6c that mechanically holds it in a non-excited state until it is excited. The solenoid valve 6 has the first position when it is in the raising switching position 6a.
The pilot passage LP1 is cut off from the second pilot passage LP2 to communicate with the third pilot passage LP3, and when in the lowering switching position 6b, the first pilot passage LP1 is cut off from the third pilot passage LP3 and the second pilot passage LP2. Communicate with. In addition, the detent mechanism 6
c is the switching position 6a for raising, which is switched by the excitation of the first solenoid device A, to the second solenoid device B.
Is mechanically held until the first solenoid device A is excited.

The lowering solenoid valve 7 is a poppet valve type two-position switching valve having a solenoid device C facing the return spring 7a. When the solenoid device C is deenergized, it is connected to the first pilot passage LP1. Pilot pressure chamber 5
While maintaining the communication with a, the hydraulic pump side main flow path with respect to the first pilot passage LP1 is cut off without leakage in the form of a seat valve, and when the solenoid device C is excited, the first
Similarly, the communication between the pilot passage LP1 and the pilot pressure chamber 5a is switched in a seat valve form so that the pilot pressure chamber 5a is connected to the hydraulic pump 4 side of the main check valve 5 without leakage.

The selector valve 8 has one inlet port 8b.
Receives the oil pressure on the hydraulic jack 2 side of the main check valve 5, and receives the oil pressure on the hydraulic pump 4 side of the main check valve 5 at the other inlet port 8a. It leads to the exit 8c. A pressure sensor PG is connected to the outlet 8c of the selector valve 8 to measure the hydraulic pressure selected by the selector valve 8.

The emergency stop solenoid valve 14 includes a return spring 14
It is a two-position switching valve provided with a solenoid device D facing a, and is a second shock adjusting throttle valve 16 in a non-excited state.
Is connected to the second pilot passage LP2, and in the excited state, the first shock adjusting throttle valve 15 is connected to the first pilot passage L2.
Connect to P2. Here, the first shock adjusting throttle valve 15 is set and adjusted to the throttle opening degree for alleviating the shock of stopping the car during the normal descending operation, and the second shock adjusting throttle valve 16 is in the descending operation. The throttle opening is set and adjusted to mitigate the shock of stopping the car at the time of emergency stop, and both set openings function independently of each other.

Further, the anti-cavitation valve 9 and the safety valve 10 are monitored so that the pressure and temperature of the hydraulic oil on the hydraulic pump 4 side do not become a dangerous state, and are controlled so as to be kept below predetermined values. is doing.

In this apparatus, the car is started and stopped based on the destination floor switch of the car 1, the call switch of each floor operation panel, and the command signal by opening and closing the limit switch provided at each floor position of the car and the controller. The inverter motor M controls the forward / reverse variable speed of the hydraulic pump 4 and the excitation switching control of the solenoid valves 6, 7, 14 is performed.

When the car 1 is stopped, the motor M is stopped and all solenoid devices A, B,
C and D are also in the non-excited state. In this embodiment, the ascending / descending selection solenoid valve 6 is set to the descending switching position 6b by a series of sequence control during the stopping operation regardless of the moving direction of the car in the immediately preceding driving operation. The solenoid valve 7 for lowering operation has its demagnetization position, that is, the first pilot passage LP1 in the pilot pressure chamber 5a of the main check valve 5.
The emergency stop solenoid valve 14 is connected to the second
The shock adjusting throttle valve 16 of the second pilot passage LP
It is in the state of being connected to 2.

In this state, the hydraulic jack 2 side is on the high pressure side due to the load of the car 1, and therefore the selector valve 8 guides the hydraulic pressure on the hydraulic jack 2 side to the outlet 8c. Therefore, in the pilot pressure chamber 5a of the main check valve 5, the hydraulic pressure on the hydraulic jack 2 side is increased by the second shock adjusting throttle valve 16, the emergency stop solenoid valve 14 (demagnetized state), the second pilot passage LP2, and the rising. Downward selection solenoid valve 6 (switch position 6b), first pilot passage LP
1, it is introduced through the solenoid valve 7 for lowering operation (demagnetization position), and the main check valve 5 is pushed down by this hydraulic pressure to close the main flow path.

When the car 1 is started, a command signal is applied to the controller 12 from one of the switches LS provided on the operation panel in the car or on each floor. As a result, the controller 12 causes the start signal X as shown in FIG.
1. First, the hydraulic pressure in the oil passage between the hydraulic pump 4 and the main check valve 5, that is, the pressure on the hydraulic pump 4 side of the main flow path which is blocked by the main check valve 5 is on the hydraulic jack 2 side. The inverter motor M is normally rotated until the pressure becomes substantially equal to the pressure, and then the inverter motor M is driven by the variable speed control signal according to the ascending or descending speed pattern by sequence control. The hydraulic pump 4 performs forward and reverse discharge operations according to the rotation of the inverter motor M, and therefore the discharge flow rate from the hydraulic pump 4 changes according to the rising or falling speed pattern from the controller 12.

The excitation control of the solenoid device of each solenoid valve 6, 7, 14 is switched and controlled by the controller 12 based on the command signal from the switch by the starting operation of the car 1 and the signal from the differential pressure switch 13. The differential pressure switch 13 gives an electric signal to the controller 12 when the hydraulic pressure on the hydraulic pump 4 side and the hydraulic pressure on the hydraulic jack 2 side become substantially equal to each other. Here, the pressure on the hydraulic pump 4 side is Pp,
When the pressure on the hydraulic jack 2 side is Pj, a dead zone of a certain positive value ΔP = Pp-Pj is given to the detection characteristic of the differential pressure switch 13 in advance, and the pressure on the hydraulic pump 4 side is the pressure on the hydraulic jack 2 side. It is preferable that the differential pressure switch 13 produces an output when it becomes higher by ΔP.

When the car 1 is to be raised, as shown in FIG. 2, the controller 12 causes the start signal X1 to coincide with the above-mentioned initial normal operation of the hydraulic pump 4 and the temporary operation of the solenoid B when the command signal arrives. Execute excitation.
The solenoid devices C and D are always in the demagnetized state during the ascending operation. In this initial state, the main check valve 5 has not yet been opened, and the pilot pressure chamber 5a of the main check valve 5 has the solenoid valve 6 for selecting the ascending / descending state in the switching position 6b and the electromagnetic valve for emergency stop in the demagnetized state. Valve 1
Second shock adjusting throttle valve 16 selected by 4
The pressure on the hydraulic jack 2 side is guided from the selector valve 8 via the.

When the pressure on the hydraulic pump 4 side rises due to the initial forward operation of the hydraulic pump 4, and the differential pressure switch 13 eventually produces an output, the controller 12 causes the solenoid device B to operate.
Is deenergized and the solenoid device A is excited, and at the same time, the forward rotation speed of the hydraulic pump 4 by the inverter motor M is once reduced, and then the variable speed control according to the preset rising (normal rotation) speed pattern is performed. Start. In this state, the ascending / descending selection solenoid valve 6 is switched to the ascending switching position 6a, so that the first pilot passage LP1 communicating with the pilot pressure chamber 5a passes through the third pilot passage LP3 and the hydraulic jack 2 of the main flow passage 2 is opened. Side, that is, the downstream side, so that when the discharge amount from the hydraulic pump 4 increases in accordance with the variable speed control pattern, the poppet of the main check valve 5 and the hydraulic jack 4 are connected to each other.
The cage 1 is gradually pushed open at an opening degree corresponding to the pressure difference between the side and the side, whereby the car 1 smoothly starts an upward movement.

As is well known, the speed of the car 1 during the ascending operation is controlled by controlling the discharge amount of the hydraulic pump 4 according to the variable speed control pattern by the inverter motor M. The inclinations of the acceleration pattern and the deceleration pattern of the variable speed control are determined by the moving distance of the car to the target floor and the time determined by the upper limit speed. When the ascending operation is started, the inverter motor M gradually increases the number of revolutions according to the acceleration pattern, whereby the discharge amount of the hydraulic pump 4 increases and the car 1 is accelerated, and the car 1 reaches the destination floor in advance. When an intermediate position of a predetermined distance is passed, a position detection switch (not shown) such as a limit switch arranged at that position sends a deceleration command signal X2 to the controller 12, and the controller 12 receives this signal and drives the inverter motor M. Turns to a deceleration pattern, and accordingly the hydraulic pump 4
Will gradually reduce the discharge rate and the car will decelerate.

In front of the destination floor, the car 1 moves to a constant low speed according to the variable speed control pattern, and when the position detection switch on the destination floor detects the arrival of the car, the controller 12 issues a stop command signal X3 to drive the inverter. Motor M
Is further decelerated, whereby the discharge amount of the hydraulic pump 4 is reduced and the car 1 is stopped, while the stop command signal X
After a predetermined time from the output of 3, the solenoid device A is de-energized and the solenoid device B is temporarily energized again. At this time, the opening of the main check valve 5 is gradually reduced in accordance with the decrease in the flow rate, and the deenergization of the solenoid device A is performed by optimally selecting the speed setting for the constant low speed movement. Simultaneous solenoid device B
Is introduced into the pilot pressure chamber 5a from the downstream side (hydraulic jack 2 side) to the upstream side (hydraulic pump 4 side).
Even if it is switched to, the valve closing operation can be performed without giving a shock to the car 1. In this case, the valve closing operation is performed from the upstream side (hydraulic pump 4 side) to the selector valve 8 and the second shock adjusting throttle valve. 16 and the pressure introduced into the second pilot passage LP2 via the deenergized emergency stop solenoid valve 14 is switched from the first pilot passage LP1 to the demagnetization operation solenoid from the first pilot passage LP1 by the switching position 6b due to the excitation of the solenoid device B. Pilot pressure chamber 5a via valve 7
It is accomplished by acting on.

Next, when the car 1 is moved down, as shown in FIG. 3, the controller 12 generates a start signal X1 in response to the arrival of the command signal, and first of all, energizes the solenoid devices B and D and at the same time as described above. Hydraulic pump 4 similar to
Perform the initial forward rotation of. The solenoid device A is always in the demagnetized state during the descent operation. In this initial state, the main check valve 5 has not been opened yet, and the pilot pressure chamber 5a of the main check valve 5 has the solenoid valve 6 for ascending / descending at the switching position 6b and the solenoid valve for emergency stop in the excited state. The pressure on the hydraulic jack 2 side is guided from the selector valve 8 via the first shock adjusting throttle valve 15 selected by 14.

When the pressure on the hydraulic pump 4 side rises due to the initial forward operation of the hydraulic pump 4, and the differential pressure switch 13 eventually produces an output, the controller 12 causes the solenoid device C to operate.
Is excited, and at the same time, the forward rotation speed of the hydraulic pump 4 by the inverter motor M is once reduced, and then the variable speed control is started in accordance with the preset descending (reverse rotation) speed pattern. In this state, the solenoid valve 7 for lowering operation is excited, so that the pilot pressure chamber 5a is connected to the hydraulic pump 4 in the main passage.
Side, that is, the downstream side, so that when the flow rate flowing into the hydraulic pump 4 increases in accordance with the variable speed control pattern, the poppet of the main check valve 5 is connected to the hydraulic jack 2 side and the hydraulic pump 4 side. Then, the car 1 is gradually pushed open at an opening degree corresponding to the differential pressure, and thereby the car 1 starts the descending motion smoothly.

The speed of the car 1 during the descending operation is also controlled by the discharge amount control of the hydraulic pump 4 according to the variable speed control pattern by the inverter motor M, as described above. However, in this case, the hydraulic pump is operating in reverse. That is, when the descent operation is started, the inverter motor M gradually increases the reverse rotation speed in accordance with the acceleration pattern, whereby the flow rate flowing into the hydraulic pump 4 is increased and the car 1 is accelerated downwardly. When the vehicle passes an intermediate position of a predetermined distance to the destination floor, a position detection switch (not shown) such as a limit switch arranged at that position sends a deceleration command signal X2 to the controller 12, and the controller 12 receives this. Then, the inverter motor M is switched to a deceleration pattern, and the hydraulic pump 4 gradually reduces the reverse rotation discharge amount in response to this, and the car is decelerated.

In front of the destination floor, the car 1 moves to a constant low speed according to the variable speed control pattern, and when the position detection switch on the destination floor detects the arrival of the car, the controller 12 issues a stop command signal X4 to drive the inverter motor. M is further decelerated, whereby the discharge amount of the hydraulic pump 4 is reduced and the car 1 is stopped, while the stop command signal X4
The excitation of the solenoid device C is cut off by a predetermined timed operation from the output time of. At this time, the opening of the main check valve 5 is gradually reduced in accordance with the decrease in the flow rate, and by optimizing the speed setting during the constant low-speed movement described above, the solenoid device C is deenergized. Even if the introduction pressure to the pilot pressure chamber 5a is switched from the downstream side (hydraulic pump 4 side) to the upstream side (hydraulic jack 2 side), the valve closing operation can be performed without giving a shock to the car 1.
The valve closing operation in this case is guided from the upstream side (hydraulic jack 2 side) to the second pilot passage LP2 via the selector valve 8, the first shock adjusting throttle valve 15 and the excited emergency stop solenoid valve 14. The applied pressure is guided to the first pilot passage LP1 by the switching position 6b of the solenoid device B in the excited state, and this pressure acts on the pilot pressure chamber 5a by the return of the lowering operation solenoid valve 7 to the deenergized position. To be fulfilled. After that, the controller 12 deactivates the solenoid devices B and D by a timed operation and ends a series of sequence operations.

As described above, in the present embodiment, the pilot pressure chamber 5a of the main check valve 5 is always connected to the downstream side of the main check valve 5 at that time during the movement of the car 1 whether it is going up or down. The main check valve 5 operates in the same manner as a normal spring-biased check valve that opens at an opening degree according to the pressure difference between the upstream side and the downstream side.

The emergency stop operation when the power supply is cut off due to a power failure or the like while the car 1 is moving is as follows.

That is, when the car 1 is in the ascending operation, the detent mechanism 6C mechanically maintains the ascending switching position 6a even when the energized solenoid device A is deenergized due to a power failure or the like. The check valve function of the main check valve 5 is maintained, and the inverter motor M
Even when the power supply to the main check valve 5 is cut off, the hydraulic pump 4 is decelerated by a certain inertia to smoothly reduce the discharge amount, and accordingly, the differential pressure between the upstream side and the downstream side of the main check valve 5 is also smoothly reduced. The opening of the check valve 5 is closed without shock,
The car 1 will stop without impact.

As described above, in this embodiment, the emergency stop operation of the car 1 during the ascending maintains the original check valve function of the main check valve 5 by the mechanical holding of the ascending switching position 6a by the detent mechanism 6c. The second shock adjusting throttle valve 16 for emergency stop has been achieved.
It is independent of the function of.

Further, in the emergency stop while the car 1 is in the descending operation, the solenoid devices B, C and D which are in the energized state are simultaneously demagnetized at the same time when the power is cut off such as a power failure. At this time, the descending operation solenoid valve 7 is returned to the demagnetization position by a spring,
The electromagnetic valve for emergency stop 14 spring-returns to the position where the second throttle valve for shock adjustment 16 for emergency stop is connected to the second pilot passage LP2, but the electromagnetic valve for ascending and descending selection 6
The detent mechanism 6 even if its solenoid device B is demagnetized.
The lowering switching position 6b is held by c.

Therefore, at this time, the pressure on the hydraulic jack 2 side selected by the selector valve 8 is the second shock adjusting throttle valve 1 regardless of the decrease in the discharge amount of the hydraulic pump 4.
The pilot pressure chamber 5a acts on the pilot pressure chamber 5a via the solenoid valves 14, 6 and 7 at the flow rate limited by 6, and the main check valve 5 is closed by the shockless operation at this limited flow rate. The shockless operation in this case can be independently adjusted by setting the opening degree of the second shock adjusting throttle valve 16, and for example, the main check valve 5 having an opening degree corresponding to the passing flow rate while the car is descending at high speed. Can be independently set to stop at an gravitational acceleration within a predetermined limit.

When the car is approaching the target floor and moving at a low speed during creep, the flow rate of hydraulic oil passing through the main check valve 5 is small and therefore the opening of the main check valve 5 is small. The flow rate at the time of emergency stop is extremely small in any operation, and the impact of the car 1 at the time of emergency stop can be suppressed to about 0.01 G by gravity acceleration.

[0039]

As described above, in the hydraulic elevator system according to the present invention, the main check valve not only performs the same operation as a normal check valve that opens and closes in accordance with the differential pressure between the upstream side and the downstream side, but also operates downward. Since the shock adjustment for emergency stop at the time of emergency can be adjusted independently from the shock adjustment for normal stop, the response flow of the emergency stop operation during creep can be eliminated and the flow rate at the time of emergency stop during creep can be reduced to almost zero. In addition, the function of the main check valve itself can effectively mitigate the emergency stop shock during the ascending operation, and in particular, the shock mitigation adjustment in the emergency stop operation during the descending operation can be optimized independently. .

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram showing an embodiment of a hydraulic elevator system according to the present invention.

FIG. 2 is a diagram showing an operation sequence of main parts during a rising operation over time.

FIG. 3 is a diagram showing an operation sequence of main parts during a descending operation over time.

[Explanation of symbols]

1: Car 2: Hydraulic jack 3: Electromagnetically operated hydraulic on-off valve device 4: Hydraulic pump 5: Main check valve 5a: Pilot pressure chamber 6: Solenoid valve for up / down selection 6a: switching position for raising 6b: Switch position for lowering 6c: Detent mechanism 7: Solenoid valve for lowering operation 8: Selector valve 9: Anti-cavitation valve 10: Safety valve 11: temperature raising circuit 12: Controller 13: Differential pressure switch 14: Solenoid valve for emergency stop 15: First shock adjusting throttle valve (for normal stop) 16: Second shock adjusting throttle valve (for emergency stop) 17: Manual on-off valve A: First solenoid device B: Second solenoid device C, D: Solenoid device M: Inverter motor PG: Pressure sensor

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B66B 1/26 B66B 9/04

Claims (2)

(57) [Claims] 1. A hydraulic jack for raising and lowering a car, a forward / reverse variable speed controlled electric motor, a hydraulic pump driven by the electric motor, and opening / closing of a main flow path between the hydraulic pump and the hydraulic jack. For controlling the electromagnetically operated hydraulic on-off valve device, a command signal is given to the electric motor and the electromagnetically operated hydraulic on-off valve device, and the electromagnetic operation is performed when the pressures on the hydraulic jack side and the hydraulic pump side become substantially equal. A hydraulic elevator device having a control device for opening and closing the hydraulic on-off valve device and controlling the operating speed of the hydraulic jack by controlling the supply / discharge flow rate of the hydraulic pump by controlling the forward / reverse variable speed of the electric motor. Is a hydraulic pilot operated main check that is placed in the main flow path between the hydraulic pump and the hydraulic jack, and opens at an opening according to the flow rate when the valve is opened. A valve, a selector valve that guides the pressure oil on the hydraulic jack side or the hydraulic pump side of the main flow path, whichever is the higher pressure side, to the outlet, and a first pilot passage that leads to the pilot pressure chamber of the main check valve. Of both solenoids having an ascending switching position for communicating with the hydraulic jack side of the main flow passage when the valve rises and a descending switching position for connecting the first pilot passage to a second pilot passage communicating with the outlet of the selector valve. In the deenergized state, the selection solenoid valve maintains communication between the first pilot passageway and the pilot pressure chamber, and is excited when the car descends to shut off the pilot pressure chamber from the first pilot passageway to close the main passageway. A solenoid valve for lowering operation that communicates with the hydraulic pump side, and first and second solenoid valves connected in parallel to the outlet of the selector valve. And a solenoid valve for emergency stop, which selectively connects one of the first and second shock adjusting throttle valves to the second pilot passage in an excited state and a non-excited state. The hydraulic elevator apparatus, wherein the ascending / descending selection solenoid valve includes a dedent mechanism that mechanically holds the ascending or descending switching position switched by excitation even in a non-excited state. 2. The ascending / descending selection solenoid valve includes a first solenoid device for switching from a descending switching position to an ascending switching position by excitation, and an exciter for switching from an ascending switching position to a descending switching position. A second solenoid device, wherein the detent mechanism mechanically holds the rising switching position switched by the excitation of the first solenoid device until the second solenoid device is excited, and also the excitation of the second solenoid device. 2. The hydraulic elevator apparatus according to claim 1, wherein the lowering switching position switched by is mechanically held until the first solenoid device is excited.