JP4701946B2 - Elevator brake equipment - Google Patents

Description

The present invention relates to an elevator braking device having a plurality of hoisting machines.

Conventional elevator brake devices generally use an electromagnetic brake, press the brake shoe against the brake car directly connected to the rotary shaft of the hoisting machine with a spring, and rotate by the frictional force between the outer peripheral surface of the brake car and the brake lining. The car is stopped by braking the shaft. In order to open the brake device, there is one in which an electric current is passed through the brake coil, and the brake shoe is released against the spring by a magnetic force to release the brake wheel (for example, Patent Documents). 1).

On the other hand, there is an elevator apparatus that drives a single car using a plurality of hoisting machines, and there is a structure that includes a brake for each hoisting machine (see, for example, Patent Document 2).

Japanese Patent Application Laid-Open No. 3-243576 (page 3 to page 4, FIG. 1). Japanese Patent Application Laid-Open No. 6-064863 (pages 2 to 3, FIG. 1).

However, in the conventional brake device described above, a control method for each brake is not disclosed. In addition, in an elevator apparatus that drives a single car by a plurality of hoisting machines, a plurality of hoisting machine brakes are also provided. By coordinating the driving forces of the hoisting machines, the car can be leveled. Since it is hung, even when the elevator is urgently stopped, it is necessary to operate all the brakes at the same time in order to prevent an adverse effect due to the rotation difference of the hoisting machine until the elevator stops.
Furthermore, for the same reason, when at least one brake is operated due to some abnormality during traveling, it is necessary to immediately operate the remaining brakes.

The present invention has been made to solve the above-described problems, and a first object is to simultaneously cut off the power supplied to the brakes of a plurality of hoisting machines when performing an emergency stop. The object is to obtain a brake device that can be used.

In the present invention, in an elevator brake device having a plurality of hoisting machines that drive one car, a brake control means for operating a brake provided for each of the plurality of hoisting machines with a brake control command for each brake. as well as have a,
The brake control means has a brake operation time calculating means for calculating a brake operation time,
In an emergency stop, the operation timing of each brake is adjusted so that the brake force of all the brakes acts simultaneously based on the operation time of each brake.

According to the present invention, even when the elevator is stopped at an emergency stop, all the brakes can be operated simultaneously, so that the car can be stopped without tilting. As a result, it is possible to prevent the guide rail and the car frame from being worn due to the inclination of the car, and to alleviate the passengers' discomfort due to the inclination of the car.

Embodiment 1 FIG.
FIG. 1 is a block diagram showing Embodiment 1 of the present invention. In FIG. 1, a car 10 is connected to counterweights 9a and 9b by ropes 8a and 8b via two sheaves 7a and 7b, respectively. The sheave is directly connected to the electric motors 2a and 2b via a rotating shaft, and brake wheels 6a and 6b are installed on the rotating shaft. The brake wheel brakes the rotating shaft by the frictional force generated by pressing the brake shoes 5a and 5b and stops the car. The brake shoe is pressed against the brake wheel by a spring (not shown), but by urging the brake coils 3a and 3b, the plungers 4a and 4b are sucked and the brake is released. The brake coil (for example, 3a), the plunger (for example, 4a), the brake shoe (for example, 5a), and the brake car (for example, 6a) are all referred to as a brake (hereinafter the same), the electric motor (for example, 2a) A device including all of a coil (for example, 3a), a plunger (for example, 4a), a brake shoe (for example, 5a), and a brake wheel (for example, 6a) is called a hoisting machine (the same applies hereinafter).

When the car moves up and down, the brake control means 1 biases the brake coils 3a and 3b to suck the plungers 4a and 4b, and the brake is released. The car is moved up and down by cooperative control of a plurality of electric motors, and after stopping at the target floor, the current flowing through the brake coils 3a and 3b is de-energized by the brake control means 1, and the braking force is activated. A device including all the brake control means 1, the brake coils 3a and 3b, the plungers 4a and 4b, the brake shoes 5a and 5b, and the brake wheels 6a and 6b is referred to as a brake device (the same applies hereinafter).

FIG. 2 is a diagram showing a configuration of a brake circuit for driving the brake. The DC power source 21 is a device for supplying power to the brake coil, and the brake contacts 23a and 23b are devices for energizing the brake coils 3a and 3b, respectively.
The brake control means operates the brake by energizing or deactivating the currents flowing through the brake coils by opening / closing the brake contacts (deactivating when opening, energizing when closing).

Here, when it is necessary to make an emergency stop due to some abnormality while the car is running, the brake control means issues a brake control command to open the brake contact and operate the brake to stop the car. At this time, if there is a delay in the operation of the brake, the rope feed amount until both hoists stop will be different, so the car may tilt, causing passengers to feel uncomfortable or damaging the equipment. is there. Therefore, the brake control means of the present invention operates to open the brake contacts simultaneously at the time of emergency stop. This can be realized by making the brake control command issued by the brake control means common to all brakes. Thereby, the brake contacts 23a and 23b can be operated simultaneously by one brake control command. As a result, a plurality of brakes can be operated simultaneously.

The configuration of the brake coil unit that drives the brake may be as shown in FIG. 3, the same reference numerals as those in FIG. 2 operate in the same manner as the elements described in FIG. In this configuration, the power supplied to the brake coil can be opened and closed by one common brake contact 31. For this reason, since two brakes can be operated simultaneously with one command, it can be realized with a more inexpensive configuration. Further, when the brake contact is driven by a relay, there is an advantage that it is not affected by the difference in switching time due to the manufacturing variation of the relay as compared with the configuration in which two brake contacts are provided as shown in FIG.

As described above, a plurality of brakes can be operated simultaneously by opening a plurality of brake contacts simultaneously at the time of an emergency stop. As a result, an emergency stop can be performed without tilting the car, and safety is improved. In addition, it is possible to prevent an excessive load from acting on the guide rails due to the inclination of the car and the deformation and wear thereof. In addition, passenger discomfort caused by the tilting of the car can be reduced.

Embodiment 2. FIG.
FIG. 4 illustrates the configuration of the second embodiment of the present invention, and is a diagram illustrating a brake control circuit of the brake device. Components having the same reference numerals as those in FIG. 2 operate in the same manner as the components described in the first embodiment. The brake control means 41 is a means corresponding to the brake control means 1 in FIG. 1 or FIG.

The brake control means 41 operates the brake by opening and closing the brake contacts 23a and 23b based on the brake control command from the host controller and the brake state output from the brake state determination means 43.
The brake control command from the host controller is, for example, a brake control command issued before the car starts running or after the car has traveled and stopped on the target floor, or an emergency is issued to the car when an abnormality occurs in the elevator system. There is a brake operation command to stop it.

The brake operation detection means 44 is means for detecting the brake open / close state. The open / close state of the brake is a state in which the braking force is acting on the sheave or not. For example, it is detected whether the brake shoe is in contact with the brake car. This can be determined by measuring the distance between the brake shoe and the brake car. Or you may measure the displacement of a plunger or a brake shoe. Alternatively, a switch that operates in conjunction with the displacement of the plunger or the brake shoe may be provided, and the determination may be made based on the open / closed state of the switch. Alternatively, it may be determined by measuring a sound when the brake shoe hits the brake car that the brake is operated. Alternatively, it may be detected whether the brake is operating by measuring the current value of the brake coil.

The brake state determination unit 43 is a unit that determines whether the brake state is normal or abnormal based on the open / close state of the brake output from the brake operation detection unit 44. In the present invention, the brake state determination means 43 determines that the brake state is abnormal when the brake operation detection means 44 detects the operation of at least one brake when the car is running, and the brake signal is brake controlled. Output to the command generation means 42. At this time, the brake control command generating means 42 operates the brakes for all the brakes. In other words, all brake contacts are opened. As a result, when at least one brake malfunctions due to abnormal operation or brake failure, all the remaining brakes can be operated, and the car can be braked with minimal tilting of the car. As a result, an emergency stop can be performed without tilting the car, and safety is improved. Further, wear of the car frame and the guide rail can be reduced. In addition, passenger discomfort caused by the tilting of the car can be reduced.

Embodiment 3 FIG.
FIG. 5 shows the configuration of the third embodiment of the present invention, and shows a brake control circuit of the brake device. Components having the same reference numerals as those in FIGS. 2 and 4 operate in the same manner as the components described in FIGS.

The brake operation detecting means 44 is means for detecting the brake open / close state, and the operation thereof is as described in the second embodiment. The brake control unit 51 is a unit corresponding to the brake control unit 1 in FIG. 1 and includes a brake operation time calculation unit 53 and a brake control command generation unit 52. The brake operation time calculation means 53 receives the brake control command from the brake control command generation means 52 and the brake open / close state from the brake operation detection means 44 as inputs, and outputs the brake operation time of all brakes to the brake control command generation means 52. To do. The brake operation time is the time from when the brake operation command is issued to when the brake force is actually applied to each brake, and a command to close (activate) the brake is output from the brake control command generation means 52. Until the coil is de-energized, the brake shoe contacts the brake wheel, the braking force is applied, and the brake operation detecting means 44 detects that the brake open / close state is closed.

The brake control command generation means 52 has a memory unit (not shown) for storing the brake operation time for each brake, and the brake operation time is updated every time the brake is operated. The brake control command generation means provides an appropriate delay time based on the brake operation time, and adjusts the timing for operating the brake so that all brake forces act simultaneously. This can be realized by providing a delay time until the operation command is generated for the other brakes in accordance with the brake having the longest operation time. As a result, all brakes operate simultaneously.

FIG. 6 is a diagram showing the above description, and is a diagram showing an operation example of the brake device according to the present embodiment. The left diagram in FIG. 6 represents the operation of the brake device during normal operation, and the right diagram represents the operation of the brake device during an emergency stop. In FIG. 6, the vertical axis represents the operating state (open / close state) of the brake, and the horizontal axis represents time.

During normal driving shown in the left figure, when the car stops at the target floor and the brake is operated, the brake operation command generating means generates the brake control command generation means at time t0 by the brake operation command from the host controller. 52. When the brake is operated, the operation is detected by the brake operation detecting means 44. Next, the brake operation time calculation means 53 calculates the brake operation time from the time from when the brake operation command is issued until the brake operation is detected, and stores it in the memory. In FIG. 6, the brake operation time of the brake a is Ta, and the brake operation time of the brake b is Tb. In this example, the brake a has a longer operation time.

At the time of emergency stop, as shown in the right figure, a brake operation command is issued at time t0 by the brake control command generating means 52 in response to a brake operation command from the host controller. Then, the operation command for the brake a having the longest operation time is issued first (time t0), and the operation command for the brake b is delayed by a delay time ΔTb = Ta−Tb after the operation command for the brake a is issued. Is emitted. As a result, the brakes a and b can be operated simultaneously.

According to the present invention, it is possible to correct the influence of the variation in the brake operation time due to the variation in the brake spring constant, the variation in the operation time of the brake contact, and the like, and the brakes can be simultaneously operated with higher accuracy.

As a result, when the car needs to be urgently stopped, the car can be urgently stopped without tilting, and safety is improved. Further, wear of the car frame and the guide rail due to the inclination of the car can be reduced. In addition, passenger discomfort caused by the tilting of the car can be reduced.

If the brake operating time does not change depending on the elevator usage frequency, ambient temperature, or other environment, instead of calculating and storing the brake operating time every time the brake is operated, the brake operating time is measured in advance. May be used to set the delay time. In this case, the brake operation time calculation means 53 can be omitted. Further, when the delay time ΔTb is very small, both brake operation commands may be issued simultaneously without setting the delay time.

In the first to third embodiments, an example in which the present invention is applied to the elevator configuration as shown in FIG. 1 has been shown. it can. FIG. 7 shows the configuration of the fourth embodiment of the present invention, in which the car is raised and lowered by rotating the hoisting machine in the same direction. In FIG. 7, the components indicated by the same reference numerals as in FIG. 1 perform the same operations as in FIG.

In the configuration of FIG. 7, the car does not tilt when the timing at which both brakes are operated during an emergency stop, but the sheave is stopped due to a shift in the brake operation timing, for example. The situation occurs when the driving force is working on the other sheave. As a result, a phenomenon such as the sheave slipping or the rope slipping on the sheave may occur. When such a phenomenon occurs, the sheave or the rope is worn. However, by using the present invention, since the brakes are simultaneously operated, the above phenomenon does not occur, and the life of the rope can be extended.

Moreover, in Embodiment 1-3, although shown about the case of the elevator which has two hoisting machines, this invention is applicable similarly when it has three or more. Specific examples will be described below with reference to the drawings.

FIGS. 8 and 9 are diagrams showing control circuits corresponding to FIGS. 2 and 3 shown in the first embodiment in the elevator brake control apparatus having three hoisting machines.

In FIG. 8, the brake coils 3a to 3c are connected in parallel to the power source, and have brake contacts 23a to 23c for the respective brake coils. Similarly, in the case of having four or more hoisting machines, the brakes are connected in parallel, and each coil has a brake contact. As for the operation of the brake, the brake control means 1 can operate the brakes simultaneously by operating all the brake contacts with one brake operation command for each brake contact.

In FIG. 9, the brake coils 3 a to 3 c are connected in parallel to the power supply, and all the brake coils are operated for power supply by one common brake contact 31. Similarly, when there are four or more hoisting machines, the brakes are connected in parallel and there is one common brake contact. The brakes can be operated simultaneously by operating the common brake contact.

8 and 9, even when there are three or more hoisting machines, a plurality of brake contacts can be opened by opening a plurality of brake contacts at the same time or opening a single common brake contact during an emergency stop. Can be operated simultaneously, and as a result, an emergency stop can be performed without tilting the car, and safety is improved. Further, when the car is inclined, it is possible to prevent the car frame and the guide rail from being subjected to an excessive load and being deformed and worn. In addition, passenger discomfort caused by the tilting of the car can be reduced.

10 and 11 are diagrams showing a brake control circuit of the brake device corresponding to the third embodiment of the present invention in the case of having three hoisting machines.

First, FIG. 10 is a diagram showing a control circuit corresponding to FIG. 4 shown in the second embodiment in an elevator brake control apparatus having three hoisting machines. The brake operation detecting means detects the open / closed state of the brakes a, b, and c. When at least one operation of the brake is detected while the car is running, the brake state determining means determines that the brake state is abnormal, and the brake control command generating means operates all the brakes. Even when there are four or more hoisting machines, the brake operation detecting means monitors the open / closed state of all brakes, and if at least one operation of the brake is detected, the brake state determining means has an abnormal brake state. The brake control command generating means operates all the brakes.

By using the method shown in FIG. 10, even when there are three or more hoisting machines, when at least one brake malfunctions due to abnormal operation or brake failure, all the remaining brakes are operated. The car can be braked with minimal tilting of the car. As a result, an emergency stop can be performed without tilting the car, and safety is improved. Further, wear of the car frame and the guide rail can be reduced. In addition, passenger discomfort caused by the tilting of the car can be reduced.

Next, FIG. 11 will be described. FIG. 11 is a diagram showing a control circuit corresponding to FIG. 5 shown in the third embodiment in an elevator brake control apparatus having three hoisting machines. The brake control unit 51 is a unit corresponding to the brake control unit 1 in FIG. 1 and includes a brake operation time calculation unit 53 and a brake control command generation unit 52.

The brake operation time calculation means stores the brake operation time for each brake, and updates it every time the brake is operated. The brake control command generation means provides an appropriate delay time based on the brake operation time, and adjusts the timing for operating the brake so that all brake forces act simultaneously.

In this case, a brake operation command is first issued for the brake having the longest operation time, and a delay time may be provided until the operation commands are generated for the other two brakes. The delay time may be a value obtained by subtracting the brake operation time of each brake from the brake operation time of the brake having the longest brake operation time.

Even when there are four or more hoisting machines, the braking force of all the brakes can be applied simultaneously by delaying the timing of operating all the other remaining brakes according to the brake with the longest operating time. it can.

By using the method shown in FIG. 11, even when there are three or more hoisting machines, the brake operation time varies due to variations in the spring constant of the brake, variations in the operation time of the brake contacts, and the like. The influence can be corrected, and the brakes can be operated simultaneously with higher accuracy.

It is a block diagram showing the brake device of the elevator by this invention. It is a figure showing the brake control circuit of the brake device by Embodiment 1 of this invention. It is a figure showing the brake control circuit of another form of the brake device by Embodiment 1 of this invention. It is a figure showing the brake control circuit of the brake device by Embodiment 2 of this invention. It is a figure showing the brake control circuit of the brake device by Embodiment 3 of this invention. It is the figure which showed the operation example of the brake device by Embodiment 3 of this invention. It is a block diagram showing the other example of the brake device of the elevator by Embodiment 1-3 by this invention. It is a figure showing the brake control circuit of the brake device corresponding to Embodiment 1 of this invention in the case of having three hoisting machines. It is a figure showing the brake control circuit of another form of the brake device corresponding to Embodiment 1 of this invention in the case of having three hoisting machines. It is a figure showing the brake control circuit of the brake device corresponding to Embodiment 2 of this invention in the case of having three hoisting machines. It is a figure showing the brake control circuit of the brake device corresponding to Embodiment 3 of this invention in the case of having three hoisting machines.

Explanation of symbols

1 Brake control means, 2a, 2b Electric motor, 3a, 3b Brake coil, 4a, 4b Plunger, 5a, 5b Brake shoe, 6a, 6b Brake wheel, 7a, 7b Sheave, 8a, 8b Rope, 9a, 9b Counterweight, 10 car, 31 common brake contact, 43 brake state determining means, 44 brake operation detecting means, 53 brake operation time calculating means.

Claims (1)

In an elevator brake device having a plurality of hoisting machines that drive one car,
As well as it has a brake control means for operating a brake provided for each of the plurality of hoisting machine brake control command for each brake,
The brake control means has a brake operation time calculating means for calculating a brake operation time,
An elevator brake device characterized in that the operation timing of each brake is adjusted so that the braking force of all the brakes acts simultaneously based on the operation time of each brake during an emergency stop.

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