JP6881487B2 - Passenger conveyor - Google Patents

Description

The present invention relates to a passenger conveyor.

Patent Document 1 discloses a passenger conveyor that decelerates and stops an electric motor by utilizing the regenerative power of an inverter device in the event of a power failure.

Japanese Unexamined Patent Publication No. 2016-171699

The present invention provides a passenger conveyor capable of stopping a step at an appropriate distance even when the step is gently stopped in the event of a power failure or equipment failure.

The passenger conveyor of the present invention
Steps connected in an endless manner and
The motor that drives the steps and
A brake that mechanically stops the rotation of the drive shaft of the motor,
A speed detection device for detecting the drive speed of the tread and
It is equipped with a control device that controls the operation of the brake.
The control device is
When a predetermined condition for stopping the drive of the step is satisfied and the drive speed of the step is reduced, the drive speed of the step and the elapsed time from the establishment of the predetermined condition are monitored.
The brake is activated at the first timing when the driving speed of the step is reduced to a predetermined speed and the second timing when a predetermined time has elapsed from the establishment of the predetermined condition, whichever is satisfied first.

According to the passenger conveyor of the present invention, when the driving speed of the step is reduced, the first timing in which the driving speed of the step is reduced to a predetermined speed and the second timing in which a predetermined time elapses from the establishment of the predetermined condition are selected. The brake is activated at the timing that is established first. Therefore, even if the decrease in the driving speed is delayed, the brake is always activated after a predetermined time has elapsed. Therefore, even if the step is configured to be stopped gently, the step can be stopped at an appropriate distance.

It is a schematic side view of the escalator in Embodiment 1. FIG. It is a figure which showed the schematic structure of the power transmission mechanism and the like of the escalator main body of the escalator in Embodiment 1. FIG. It is a figure which showed the schematic structure of the speed detection device of the escalator in Embodiment 1. FIG. It is a figure explaining the drive state signal output from the speed detection device of the escalator in Embodiment 1. FIG. It is a block diagram which showed the electrical structure of the control system of the escalator in Embodiment 1. FIG. It is a block diagram which showed the electrical structure of the control device of the escalator in Embodiment 1. FIG. It is a block diagram which showed the electric structure of the inverter of the escalator in Embodiment 1. FIG. It is a figure explaining the method of estimating the escalator boarding rate and the escalator use state in Embodiment 1. FIG. It is a figure explaining the soft stop control of an escalator in Embodiment 1. FIG. It is a figure explaining the soft stop control with a power supply. It is a figure explaining the soft stop control in the UP direction, and the boarding rate is 10% or less at the time of a power failure. It is a figure explaining the soft stop control at the time of the occurrence of a power failure, in the UP direction, and when the boarding rate is larger than 10% and 46.5% or less. It is a figure explaining the soft stop control in the UP direction and when the boarding rate is larger than 46.5% at the time of a power failure. It is a figure explaining the soft stop control at the time of a power failure, in the DOWN direction, and when the boarding rate is 0 to 100%. It is a figure explaining the soft stop control at the time of the occurrence of a power failure, the DOWN direction, the boarding rate is 10% or less, and the voltage shortage signal is output from the inverter. It is a figure explaining the soft stop control at the time of the inverter failure, the UP direction, and the boarding rate is 10% or less. It is a figure explaining the soft stop control in the UP direction, when the boarding rate is larger than 10% and is 46.5% or less at the time of an inverter failure. It is a figure explaining the soft stop control at the time of an inverter failure, the UP direction, and the boarding rate is larger than 46.5%. It is a figure explaining the soft stop control at the time of an inverter failure, in the DOWN direction, and when the boarding rate is 10% or less. It is a figure explaining the soft stop control at the time of an inverter failure, in the DOWN direction, and when the boarding rate is larger than 10%. It is a figure explaining the safety increase of brake engagement control. It is a figure explaining the safety increase control of a brake engagement timing. It is a figure explaining the operation stop control of an escalator in another embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment 1)
1. 1. Configuration FIG. 1 is a schematic side view of the escalator according to the first embodiment. The escalator 1 is an example of a passenger conveyor.

The escalator 1 includes an escalator main body 10, a motor 20, an inverter 30, a control device 40, and the like.

The escalator main body 10 is installed in a state of being bridged between two floors F1 and F2 of the building. The escalator main body 10 includes a plurality of steps 11 connected in an endless manner, a pair of left and right endless handrails 12, a power transmission mechanism for transmitting the power of the motor 20 to the steps 11 and the handrail 12, and a boarding gate 5. It also has a floor plate 19 and the like that form the floor surface of the exit 6. The plurality of steps 11 and the handrail 12 are circulated and driven by the power of the motor 20 driven by the electric power supplied from the inverter 30. The motor 20 is an example of a drive unit. In the escalator 1 of the present embodiment, it is assumed that the floor F1 is provided with the entrance 5 and the floor F2 is provided with the exit 6, but in the present invention, the floor F2 is provided with the entrance 5. And an exit may be provided on the floor F1.

The control device 40 controls the drive of the motor 20 by controlling the operation of the inverter 30, and thus controls the drive of the step 11, that is, the operation of the escalator 1.

FIG. 2 is a diagram showing a schematic configuration of a power transmission mechanism and the like of the escalator main body 10 of the escalator 1 in the first embodiment.

Among the power transmission mechanisms, the mechanism for driving the step 11 is a speed reducer 22 connected to the drive shaft of the motor 20 via a brake 21, a drive sprocket 23 rotationally driven by the output shaft of the speed reducer 22, and a drive sprocket. It has a driven sprocket 25 that is rotationally driven by a 23 via a main drive chain 24. Further, the power transmission mechanism includes a main drive sprocket 26 that is rotationally driven in synchronization with the driven sprocket 25, and a driven sprocket 28 that is rotationally driven by the main drive sprocket 26 via the step drive chain 27. When the motor 20 is driven, its power is transmitted to the main drive sprocket 26 via the brake 21, the reducer 22, the drive sprocket 23, the main drive chain 24, and the driven sprocket 25, whereby the main drive sprocket 26 is transmitted. Is driven to rotate, and the step 11 connected to the step drive chain 27 spanned between the main drive sprocket 26 and the main driven sprocket is circulated.

The brake 21 is a so-called mechanical brake, which is a rotating member that is rotationally driven by a drive shaft of a motor 20, a brake shoe, an electromagnetic solenoid that presses and separates the brake shoe from the rotating member, and energizes the electromagnetic solenoid. Has a driver to control. The electromagnetic solenoid brings the brake shoe into pressure contact with the rotating member when not energized, and separates the brake shoe from the rotating member when energized. The driver energizes the electromagnetic solenoid when the brake engagement signal is not received from the control device 40, and stops energization of the electromagnetic solenoid when the brake engagement signal is received from the control device 40. According to this configuration, when the driver receives the brake engagement signal, the electromagnetic solenoid is de-energized, the brake shoe is pressed against the rotating member, and the brake 21 is engaged. As a result, the driving force of the motor 20 is not transmitted to the speed reducer 22 side, and the circulation drive of the step 11 can be stopped. On the other hand, when the driver has not received the brake engagement signal, the electromagnetic solenoid is energized, the brake shoe is separated from the rotating member, and the brake 21 is released. As a result, the driving force of the motor 20 can be transmitted to the speed reducer 22 side to circulate drive the step 11. Since there is a slight delay from the time when the brake shoes start to come into contact with the rotating member and the time when the pressure welding is completed, the amount of the delay is required from the time when the brake engagement signal is output until the step 11 is completely stopped. The step 11 will move by a small amount.

The escalator 1 further includes a speed / direction detection device 110 and a safety device monitoring device 120.

The safety device monitoring device 120 monitors the safety device that detects an abnormality in various members such as the chain and the sprocket described above that constitute the power transmission mechanism, and when a signal indicating that an abnormality has occurred is output from the safety device. In addition, the abnormality detection signal is output to the control device 40.

FIG. 3 is a diagram showing a schematic structure of the speed / direction detection device 110 of the escalator 1 according to the first embodiment.

The speed / direction detection device 110 includes a first detection unit 111 and a second detection unit 112. The first detection unit 111 and the second detection unit 112 are arranged so as to face a row of a plurality of teeth 26a formed on the outer periphery of the main drive sprocket 26.

FIG. 4 is a diagram illustrating a drive state signal output from the speed / direction detection device 110 of the escalator 1 according to the first embodiment.

The first detection unit 111 outputs a drive state signal P1 that repeats HIGH and LOW in synchronization with the approach and separation of the tips of the plurality of teeth 26a during the operation of the escalator 1. The second detection unit 112 outputs a drive state signal P2 that repeats HIGH and LOW in synchronization with the approach and separation of the tips of the plurality of teeth 26a during the operation of the escalator 1. The first detection unit 111 and the second detection unit 112 detect, for example, electromagnetically or optically the approach and separation of the tips of the plurality of teeth 26a. Here, the first detection unit 111 and the second detection unit 112 of the first detection unit 111 and the second detection unit 112 so that the phases of the drive state signal P1 and the drive state signal P2 are shifted by a quarter period. When one faces the apex of the tooth 26a, the other is arranged so as to face a position deviated from the apex of the tooth 26a toward the valley side. More specifically, the drive state signal P2 becomes LOW when the drive state signal P1 rises to HIGH during UP operation, and the drive state signal P2 becomes LOW when the drive state signal P1 rises to HIGH during DOWN operation. Is HIGH, the positional relationship between the first detection unit 111 and the second detection unit 112 is set.

Based on this configuration, when the drive state signal P1 rises to HIGH, if the drive state signal P2 is LOW, the current operation direction of the escalator 1 (movement direction of the step 11) is the UP direction. Judge that it is (upward direction). Further, in the control device 40, when the drive state signal P1 rises to HIGH, if the drive state signal P2 is HIGH, the current operation direction of the escalator 1 (movement direction of the step 11) is the DOWN direction (downward direction). Judge that.

The control device 40 changes from a state in which the drive state signal P2 is LOW when the drive state signal P1 rises to HIGH to a state in which the drive state signal P2 is HIGH when the drive state signal P1 rises to HIGH. When it changes, it is determined that the operating direction of the escalator 1 (moving direction of the step 11) has changed from the UP direction (upward direction) to the DOWN direction (downward direction). That is, it is determined that the driving direction of the escalator 1 (moving direction of the step 11) has been reversed. Then, when a reverse rotation occurs, stop control described later is performed. If the second detection unit 112 fails and the drive state signal P2 remains HIGH while the escalator 1 is performing UP operation, then when the drive state signal P1 rises to HIGH, the drive state signal A state in which P2 is HIGH occurs, and it is erroneously determined that the operating direction of the escalator 1 (moving direction of the step 11) has been reversed. However, from the viewpoint of increasing safety, the control device 40 performs the same control as when the reversal actually occurs.

The control device 40 determines that the speed / direction detection device 110 has failed when at least one of the drive state signals P1 and P2 remains LOW and does not change, and when the drive state signal P1 remains HIGH and does not change. .. Then, when the speed / direction detection device 110 fails, stop control described later is performed.

The control device 40 obtains the operating speed (driving speed of the step 11) of the escalator at regular time (for example, 1 second) intervals during the operation of the escalator 1 based on the cycle Td in which the driving state signal P1 repeats HIGH and LOW. ..

FIG. 5 is a block diagram showing an electrical configuration of the control system of the escalator 1 according to the first embodiment. The escalator 1 further includes a power supply voltage monitoring device 130. The power supply voltage monitoring device 130 monitors the voltage of AC power such as commercial power input to the inverter 30, and outputs a power failure signal when the voltage of AC power becomes 0V due to a power failure or the like.

The control device 40 inputs torque status signals MO1 and MO2, an inverter failure signal, and a voltage shortage signal from the inverter 30, inputs drive status signals P1 and P2 from the speed / direction detection device 110, and abnormally from the safety device monitoring device 120. The detection signal is input, and the power failure signal is input from the power supply voltage monitoring device 130. The control device 40 outputs an inverter control signal that controls the operation of the inverter 30 based on the input torque state signals MO1, MO2, power failure signal, inverter failure signal, drive state signals P1, P2, voltage shortage signal, and abnormality detection signal. It is generated and output to the inverter 30, and a brake engagement signal instructing the engagement of the brake 21 is generated and output to the brake 21.

The inverter 30 inputs an inverter control signal from the control device 40, and supplies AC power to the motor 20 based on the input inverter control signal. Specifically, the inverter 30 supplies and stops AC power to the motor 20 based on the inverter control signal, and changes the frequency of the AC power supplied to the motor 20. Further, the inverter 30 outputs torque state signals MO1 and MO2 indicating the current torque state of the motor 20 to the control device 40. The torque state signals MO1 and MO2 will be described in detail later. Further, the inverter 30 outputs an inverter failure signal to the control device 40 when a failure of the inverter 30 occurs. The failure of the inverter 30 is a failure in which AC power (regenerative power) cannot be transferred to or received from the motor 20 due to, for example, an abnormality in the power conversion unit 32.

The motor 20 operates at a rotation speed corresponding to the frequency of the AC power supplied from the inverter 30. As a result, the driving speed of the step 11 is changed according to the frequency of the AC power supplied from the inverter 30. The motor 20 is composed of, for example, an induction motor.

FIG. 6 is a block diagram showing an electrical configuration of the control device 40 of the escalator 1 according to the first embodiment.

The control device 40 has a control unit 41, a storage unit 42, and an input / output interface 43. The control device 40 is configured by using a programmable logic controller (PLC).

The storage unit 42 is composed of, for example, a flash memory, and stores a program and various data. The program includes a program for realizing various functions in the control device 40 of the present embodiment.

The control unit 41 is composed of, for example, a CPU, an MPU, or the like, reads a program and data from the storage unit 42, and performs arithmetic processing based on the read program and data. As a result, various functions in the control device 40 are realized.

The input / output interface 43 is an interface for inputting / outputting signals to / from various devices connected to the control device 40, and performs signal format conversion and the like.

The control device 40 may be configured by using a general-purpose computer. Further, the control device 40 may be composed only of hardware such as an electronic circuit and a relay sequence circuit.

FIG. 7 is a block diagram showing the electrical configuration of the inverter 30 of the escalator 1 according to the first embodiment.

The inverter 30 includes a controller 31, a power conversion unit 32, an output current detector 33, and an operation unit 34. The controller 31 is composed of, for example, a programmable logic controller (PLC) and has a control unit, a storage unit, and an input / output interface. The power conversion unit 32 includes a switching element such as a transistor, inputs AC power such as commercial power, and operates the switching element in response to a command from the control unit to convert and output the frequency of the AC power. .. The output current detector 33 outputs a current value signal indicating the output current value of the AC power output from the power conversion unit 32 to the controller 31. The operation unit 34 receives various parameter setting operations related to the operation of the inverter 30 and the like. The controller 31 is based on the output current value indicated by the current value signal output from the output current detector 33 and the characteristics of the motor 20 (motor rated output, etc.), and the current output torque of the motor 20 according to the operating direction. Estimate the value. The current value of the output torque may be estimated by the controller 31 by calculation using a known calculation formula or the like regarding the output torque of the motor 20, or the output current value and the output torque are stored in the storage unit of the controller 31 or the like. The output torque may be estimated by storing a table in which the relationship of the above is specified for each operation direction in advance and referring to the table. The characteristics of the motor 20 are set in advance using, for example, the operation unit 34, and are stored in the storage unit of the controller 31.

A regenerative resistor 50 is connected to the power conversion unit 32, and the regenerative power generated during deceleration of the motor 20 is energized and consumed by the regenerative resistor 50. The power conversion unit 32 can decelerate the motor 20 at a predetermined deceleration by controlling the energization timing of the regenerative power to the regenerative resistor 50 and the like. As a result, it is possible to control the deceleration time, speed, etc. when stopping the drive of the step 11.

FIG. 8 is a diagram illustrating a method of estimating the boarding rate of the escalator 1 and the escalator usage state in the first embodiment.

There is a relationship as shown in FIG. 8 between the output torque of the motor 20 and the boarding rate. That is, in the UP operation (rising operation), the higher the boarding rate, the larger the output torque. On the other hand, in the DOWN operation (downward operation), the higher the boarding rate, the smaller the output torque. Based on this relationship, it is possible to estimate the current boarding rate from the current output torque. In the present embodiment, this relationship is used to estimate the current boarding rate from the current output torque, and the drive speed of the step 11 is controlled according to the estimated boarding rate. The boarding rate is a value obtained by dividing the total number of users on the step 11 of the escalator 1 by the total number of steps and multiplying the value by 100.

More specifically, the controller 31 of the inverter 30 estimates the output torque of the motor 20 based on the detected output current value, specifies the torque range to which the estimated output torque belongs, and outputs a signal indicating the specified torque range. To do. In UP operation, the torque range is the first range where the output torque is Lv0 or more and less than Lv1, the second range where the output torque is Lv1 or more and less than Lv2, the third range where Lv2 or more and less than Lv3, and the fourth range where Lv3 or more. It is classified as. Lv0, Lv1, Lv2, and Lv3 have a magnitude relationship of Lv0 <Lv1 <Lv2 <Lv3. On the other hand, in DOWN operation, the torque range is a fifth range in which the output torque is Lv0 or less and larger than Lv4, a sixth range in which Lv4 or less is larger than Lv5, and a seventh range in which Lv5 or less is larger than Lv6. , Lv6 or less is classified into the eighth range. Lv0, Lv4, Lv5, and Lv6 have a magnitude relationship of Lv0> Lv4> Lv5> Lv6.

Here, the above Lv0 to Lv6 are set so that the usage state of the escalator 1 can be determined. Specifically, the above Lv0 is set to the output torque value output when the boarding rate is 0 (%), that is, when the user is not on board (when driving only the step 11), and Lv1 and Lv4 are set. , The output torque value output when transporting the number of users corresponding to the boarding rate r1 (%) is set, and Lv2 and Lv5 are set to the number of users corresponding to the boarding rate r2 (%). It is set to the output torque value output when transporting, and Lv3 and Lv6 are set to the output torque value output when transporting a number of users corresponding to the boarding rate r3 (%).

Hereinafter, an example in which r1 (%) = 10%, r2 (%) = 46.5%, and r3 (%) = 80% will be described. A state in which the boarding rate is 0 (%) or more and less than 10% (r1 (%)) is a state in which the number of escalator users is relatively small, and this escalator usage state is referred to as a "quiet state". When the boarding rate is 10% (r1 (%)) or more and less than 46.5% (r2 (%)), the number of escalator users is medium, and this escalator usage state is "normal". It is called "state". When the boarding rate is 46.5% (r2 (%)) or more and less than 80% (r3 (%)), the number of escalator users is relatively large and the escalator is crowded. The usage state is called "congested state". A state in which the boarding rate is 80% (r3 (%)) or more is a state in which the number of escalator users is relatively large and the escalator is extremely crowded, and this escalator usage state is called an "overload state". ..

Here, in a time zone when there are few users, the boarding rate is often 10% or less. Based on this, r1 (%), which is the threshold value of the "low state", is set to 10% as described above. As a result, the off-peak state can be appropriately recognized. When the boarding rate is 10%, the number of passengers is about 2 to 3 in the case of an escalator provided between adjacent floors in a general building, for example.

During the operation of the escalator 1, the controller 31 generates torque state signals MO1 and MO2 indicating the torque range to which the current output torque value belongs and outputs the torque status signals MO1 and MO2 to the control device 40. The controller 31 sets the torque state signal M1 as LOW and the torque state signal M2 as LOW when the output torque is in the first and fifth ranges, and when the output torque is in the second and sixth ranges, the torque state signal. MO1 is LOW, torque state signal MO2 is HIGH, and when the output torque is in the third and seventh ranges, torque state signal MO1 is HIGH, torque state signal MO2 is LOW, and output torque is in the fourth and eighth ranges. When it is in the range, the torque state signal MO1 is set to HIGH and the torque state signal MO2 is set to HIGH.

In the controller 31, the output torque value changes from the first range to the second range, or from the second range to the third range, or from the third range to the fourth range, or from the fifth range. When transitioning to the 6th range, transitioning from the 6th range to the 7th range, or transitioning from the 7th range to the 8th range, it is a condition that the state continues for a predetermined time (for example, about 1 or 2 seconds). As a result, the torque state signals MO1 and MO2 corresponding to the range after the transition are output. On the other hand, in the controller 31, the output torque value changes from the second range to the first range, or from the third range to the second range, or from the fourth range to the third range, or the fifth range. Immediately when transitioning from the range to the 4th range, or from the 6th range to the 5th range, or from the 7th range to the 6th range, or from the 8th range to the 7th range. The torque state signals MO1 and MO2 corresponding to the range after the transition are output.

When the torque state signal M1 output from the inverter 30 is LOW and the torque state signal M2 is LOW, the control device 40 determines that the current escalator usage state is in the "off state" and outputs the torque state signal M2 from the inverter 30. When the torque state signal M1 is LOW and the torque state signal M2 is HIGH, it is determined that the current escalator usage state is in the "normal state", and the torque state signal M1 output from the inverter 30 is HIGH and torque. When the state signal M2 is LOW, it is determined that the current escalator usage state is in the "congested state", and when the torque state signal M1 output from the inverter 30 is HIGH and the torque state signal M2 is HIGH, the present It is judged that the escalator usage state of is in the "overload state".

The control device 40 controls the operation of the escalator 1 based on the current escalator usage state, escalator drive state, and the like determined as described above. For example, when the control device 40 determines that the current escalator usage state is in the "overload state", the control device 40 outputs an overload warning signal to the escalator monitoring panel or the like in the building management room for escalator management (shown in the figure). Z). Further, the control device 40 stops the drive of the step 11 when the safety device operates, the speed / direction detection device 110 fails, a power failure occurs, or an inverter failure occurs. Take control. The control of the drive stop of the step 11 will be described in detail below.

2. Operation 2.1 Soft stop control FIG. 9 is a diagram illustrating soft stop control of the escalator 1 according to the first embodiment.

In the control device 40, when the stop condition of the escalator is satisfied when the power is on and the operation of the escalator 1 is stopped, or when the operation of the escalator 1 is stopped due to a power failure or an inverter failure, the step 11 is gently set at an appropriate distance. The deceleration method and brake engagement timing are controlled so that the vehicle stops at. For example, the control device 40 stores a control content table in which the control content is defined as shown in FIG. 9 in the storage unit 42, and when the stop condition of the escalator 1 is satisfied when the power is on, a power failure or an inverter failure. When is detected, the deceleration method and the brake engagement timing are controlled according to the driving direction and the boarding rate of the escalator 1 with reference to the control content table. In the present embodiment, such control is appropriately referred to as soft stop control. This will be described in detail below.

2.1.1 With power supply
FIG. 10 is a diagram illustrating soft stop control when a power source is present.

When the operation stop condition of the escalator 1 is satisfied when the power supply is on, for example, when the control device 40 receives an abnormality detection signal from the safety device monitoring device 120, or when it detects a failure of the speed / direction detection device 110, the control device 40 is currently Regardless of the operating direction and boarding rate of the escalator 1, the inverter 30 controls the rotation speed of the motor 20 by inverter control, and the operating speed of the escalator 1 (driving speed of the step 11) is 30 m / in 1.6 seconds. It outputs an inverter control signal instructing the reduction from min to 0 m / min (inverter deceleration). The control device 40 outputs a brake engagement signal to the brake 21 when the operating speed of the escalator 1 (driving speed of the step 11) drops to 3 m / min. If the brake engagement signal is output at 0 m / min, reverse driving may occur until the brake 21 is completely engaged, especially during UP operation. Therefore, 3 m / min before reaching 0 m / min. At this time, a brake engagement signal is output to prevent reverse driving. In the present embodiment, the inverter is decelerated so that the moving distance (stopping distance) until the step 11 stops in the above 1.6 seconds is 450 mm. These 1.6 seconds and 450 mm are the time and distance at which when the step 11 driven at 30 m / min is stopped, a gentle stop can be obtained so that the passengers on the step 11 do not fall down due to a change in speed. is there. With such control, when an abnormality detection signal is received from the safety device monitoring device 120 or a failure of the speed / direction detection device 110 is detected when the power is on, the step 11 is set to 450 mm in 1.6 seconds. It can be stopped gently at a stopping distance of about.

2.1.2 When a power failure occurs (1) During UP operation If a power failure occurs when the current operation direction is the UP direction, the motor 20 does not generate regenerative power, so the moving step 11 is pressed. Use the weight of the passengers to decelerate naturally in a free run. Here, the degree of natural deceleration in the free run decreases as the number of passengers decreases, that is, as the boarding rate decreases. Therefore, the stopping distance becomes longer as the boarding rate is smaller. Considering the safety of passengers on the escalator 1, it is desirable that the step 11 stops at a stopping distance of about 450 mm with a power supply regardless of the boarding rate. In order to realize this, the inventor of the present application conducted various studies and experiments, and obtained the knowledge of the following configuration.

Specifically, in the escalator 1 of the present embodiment, when the control device 40 receives a power failure signal from the power supply voltage monitoring device 130, that is, when a power failure occurs, the current operating direction is the UP direction. Deceleration control is performed according to the filling rate.

FIG. 11 is a diagram illustrating soft stop control in the UP direction and when the boarding rate is 10% or less when a power failure occurs. FIG. 12 is a diagram illustrating soft stop control in the UP direction when a power failure occurs and the boarding rate is greater than 10% and 46.5% or less. FIG. 13 is a diagram illustrating soft stop control in the UP direction and when the boarding rate is larger than 46.5% when a power failure occurs.

First, with reference to FIG. 12, soft stop control when the boarding rate is larger than 10% and 46.5% or less (when the escalator usage state is the “normal state”) will be described. The control device 40 monitors the current drive speed of the escalator 1 when the boarding rate is greater than 10% and 46.5% or less, and sends a brake engagement signal when the drive speed becomes 16 m / min or less. Output to the brake 21 to fasten the brake 21. As a result, when the boarding rate is 10%, the step 11 can be stopped at a stop distance of about 450 mm from the power failure detection. When the boarding rate approaches 46.5%, the stop distance becomes shorter than 450 mm, but a smooth stop is obtained by natural deceleration due to the weight of the passenger, so that the stop distance is allowed to be smaller than 450 mm. The control device 40 and the inverter 30 execute the power failure detection operation in a very short cycle in ms units, and the power failure detection occurs almost at the same time as the power failure occurs. The drive speed of 16 m / min is a speed at which passengers are unlikely to fall even when the brake 21 is started to be fastened.

As shown in FIG. 11, when the boarding rate is 10% or less (when the escalator usage state is "off state"), when the boarding rate is greater than 10% and 46.5% or less (escalator usage state). Since the degree of natural deceleration is smaller than that in the "normal state"), it takes a long time for the drive speed to decrease to 16 m / min due to the natural deceleration even if the same control as in the "normal state" is performed. Therefore, the stopping distance becomes longer than 450 mm. Therefore, when the boarding rate is 10% or less, the control device 40 outputs a brake engagement signal to the brake 21 0.5 seconds after the power failure detection to cause the brake 21 to be engaged. As a result, the step 11 can be gently stopped at a stop distance of about 450 mm from the power failure detection.

As shown in FIG. 13, when the boarding rate is larger than 46.5% (when the escalator usage state is "crowded"), the boarding rate is larger than 10% and 46.5% or less (when the escalator usage state is "crowded"). Since the degree of natural deceleration is larger than that (when the escalator is in the "normal state"), the stopping distance can be shorter than 450 mm without operating the brake 21 when the driving speed is 16 m / min or less. Therefore, when the drive speed drops to 3 m / min, the control device 40 outputs a brake engagement signal to the brake 21 to engage the brake 21. The reason why the brake engagement signal is output when the driving speed is 3 m / min or less is to prevent reverse driving as described above. According to this configuration, when the boarding rate is about 46.5%, the step 11 can be stopped at a stop distance of about 450 mm from the power failure detection. When the boarding rate approaches 100%, the stop distance becomes shorter than 450 mm. For example, when the boarding rate is 80%, the stop distance becomes about 180 mm, but the stop is smooth due to the natural deceleration due to the weight of the passengers. Therefore, the stopping distance is allowed to be smaller than 450 mm.

(2) During DOWN operation FIG. 14 is a diagram illustrating soft stop control when a power failure occurs, in the DOWN direction, and when the boarding rate is 0 to 100%.

If a power failure occurs when the current operating direction is the DOWN direction, the motor 20 generates regenerative power. Therefore, deceleration by inverter control is possible as in the case of having a power supply. Therefore, in the present embodiment, when a power failure occurs, the control device 40 controls the rotation speed of the motor 20 by controlling the inverter 30 with the inverter 30 and controls the operating speed of the escalator 1 (step 11 of the step 11) in 1.6 seconds. It outputs an inverter control signal instructing to reduce the drive speed) from 30 m / min to 0 m / min (inverter deceleration). Further, the control device 40 outputs a brake engagement signal to the brake 21 when the operating speed of the escalator 1 (driving speed of the step 11) drops to 3 m / min. With such control, the step 11 can be gently stopped at a stopping distance of about 450 mm, as in the case of having a power supply. When the boarding rate is 10% or less, a voltage shortage may occur in the DC intermediate circuit of the inverter 30 due to a shortage of regenerative power, and the inverter 30 may output a voltage shortage signal. In this case, the following control is performed.

FIG. 15 is a diagram illustrating soft stop control when a power failure occurs, the boarding rate is 10% or less in the DOWN direction, and the inverter 30 outputs a voltage shortage signal.

When the boarding rate is 10% or less, after receiving the voltage shortage signal within 0.5 seconds from the power failure detection, the inverter is not decelerated, that is, the free-run natural deceleration state occurs. 40 outputs a brake engagement signal to the brake 21 0.5 seconds after the power failure is detected. With such control, the step 11 can be gently stopped at a stopping distance of about 450 mm as in the case of having a power supply.

2.1.3 Inverter failure (1) UP operation If an inverter failure occurs when the current operation direction is the UP direction, the inverter 30 cannot supply AC power to the motor 20, so the control device 40 , Performs the same control as when a power failure occurs.

Specifically, when the control device 40 receives the inverter failure signal from the inverter 30, if the current operating direction is the UP direction, the control device 40 performs deceleration control according to the boarding rate.

FIG. 16 is a diagram illustrating soft stop control in the UP direction and when the boarding rate is 10% or less when the inverter fails. FIG. 17 is a diagram illustrating soft stop control in the UP direction and when the boarding rate is greater than 10% and 46.5% or less when the inverter fails. FIG. 18 is a diagram illustrating soft stop control in the UP direction and when the boarding rate is larger than 46.5% when the inverter fails.

As shown in FIG. 16, when the boarding rate is 10% or less (when the escalator usage state is the "quiet state"), the control device 40 is allowed to perform natural deceleration by free run, and from the detection of the inverter failure. After 0.5 seconds, a brake engagement signal is output to the brake 21 to engage the brake 21. The control device 40 and the inverter 30 execute the inverter failure detection operation in a very short cycle of ms unit, and therefore, the inverter failure detection is performed almost at the same time as the occurrence of the inverter failure. As a result, the step 11 can be gently stopped at a stop distance of about 450 mm from the detection of the inverter failure.

As shown in FIG. 17, when the boarding rate is greater than 10% and 46.5% or less (when the escalator usage state is the "normal state"), the control device 40 performs natural deceleration by free running. When the drive speed becomes 16 m / min or less, a brake engagement signal is output to the brake 21 to engage the brake 21. As a result, when the boarding rate is 10%, the step 11 can be stopped at a stop distance of about 450 mm from the detection of the inverter failure. When the boarding rate approaches 46.5%, the stop distance becomes shorter than 450 mm, but a smooth stop is obtained by natural deceleration due to the weight of the passenger, so that the stop distance is allowed to be smaller than 450 mm.

As shown in FIG. 18, when the boarding rate is larger than 46.5% (when the escalator usage state is "congested state"), the control device 40 causes the natural deceleration by free run to perform the drive speed. When is 3 m / min or less, a brake engagement signal is output to the brake 21 to engage the brake 21. In this case, when the boarding rate is about 46.5%, the step 11 can be stopped at a stop distance of about 450 mm from the inverter detection. When the boarding rate approaches 100%, the stop distance becomes shorter than 450 mm. For example, when the boarding rate is 80%, the stop distance becomes about 180 mm, but the stop is smooth due to the natural deceleration due to the weight of the passengers. Therefore, the stopping distance is allowed to be smaller than 450 mm.

(2) During DOWN operation When an inverter fails, deceleration cannot be performed by inverter control using regenerative power even if the current operating direction is the DOWN direction, unlike during a power failure. Therefore, the control device 40 performs the following control.

FIG. 19 is a diagram illustrating soft stop control in the DOWN direction and when the boarding rate is 10% or less when the inverter fails. FIG. 20 is a diagram illustrating soft stop control in the DOWN direction and when the boarding rate is larger than 10% when the inverter fails.

As shown in FIG. 19, when the boarding rate is 10% or less (when the escalator usage state is the "quiet state"), the control device 40 is allowed to perform natural deceleration by free run, and from the detection of the inverter failure. After 0.5 seconds, a brake engagement signal is output to the brake 21 to engage the brake 21. As a result, the step 11 can be gently stopped at a stop distance of about 450 mm from the detection of the inverter failure.

As shown in FIG. 20, when the boarding rate is larger than 10%, the control device 40 simultaneously detects the inverter failure in order to prevent the step 11 during DOWN operation from accelerating due to the weight of the passengers. , The brake engagement signal is output to the brake 21 to engage the brake 21. According to this configuration, when the boarding rate is about 80%, the stopping distance of the step 11 is about 450 mm, and when the boarding rate approaches 10%, the stopping distance becomes shorter than 450 mm. For example, when the boarding rate is 80%, the stopping distance is about 250 mm, but since a smooth stop can be obtained by natural deceleration due to the weight of the passenger, the stopping distance is allowed to be smaller than 450 mm.

2.2 Increased safety in soft stop control 2.2.1 Increased safety in brake engagement timing In the above-mentioned soft stop control, the brake 21 may be engaged when the moving speed of the step 11 drops to a predetermined speed. is there. However, the time until the moving speed of the step 11 drops to a predetermined speed changes not only with the boarding rate but also with the state of the drive mechanism. Therefore, the time until the speed drops to a predetermined speed becomes longer than expected, and the stopping distance of the step 11 may become longer. In order to deal with this, the following configuration is adopted in this embodiment.

FIG. 21 is a diagram illustrating safety increase control of the brake engagement timing.

(1) With power supply With regard to with power supply, 3m / min detection is set as the brake engagement timing (first timing) as shown in FIG. 9, but further, the brake engagement timing for increasing safety (1st timing) As the second timing), as shown in FIG. 21, a condition of 1.8 seconds after the establishment of the operation stop condition is provided. As a result, when either the condition of 3 m / min detection or the condition of 1.8 seconds elapse is satisfied, the control device 40 outputs a brake engagement signal to the brake 21 to engage the brake 21. Let me do it. As a result, if the driving speed does not decrease to 3 m / min within 1.8 seconds, the brake 21 will be engaged after 1.8 seconds have elapsed. Therefore, even if the decrease in the driving speed becomes slower than expected, the brake 21 can be appropriately engaged to prevent the stopping distance of the step 11 from greatly exceeding 450 mm.

(2) During a power failure In the event of a power failure, 16 m / min or 3 m / min detection is set as the brake engagement timing (first timing) as shown in FIG. 9, but further, brake engagement is performed to increase safety. As the timing (second timing), as shown in FIG. 21, a condition of 1.8 seconds after the power failure detection is provided. As a result, when either the condition of 16 m / min or 3 m / min detection or the condition of 1.8 seconds elapse is satisfied, the control device 40 outputs a brake engagement signal to the brake 21 to brake. 21 are to be concluded. As a result, if the driving speed does not decrease to 16 m / min or 3 m / min within 1.8 seconds, the brake 21 is engaged after 1.8 seconds have elapsed. Therefore, even if the decrease in the driving speed becomes slower than expected, the brake 21 can be appropriately engaged to prevent the stopping distance of the step 11 from greatly exceeding 450 mm.

(3) Inverter failure With regard to the inverter failure, 16 m / min detection or 3 m / min detection is set as the brake engagement timing (first timing) as shown in FIG. 9, but for further safety improvement. As shown in FIG. 21, the condition of 1.2 seconds or 0.7 seconds after the detection of the inverter failure is set as the brake engagement timing (second timing). As a result, when 16 m / min detection is a condition as the first timing, the control device 40 satisfies either the condition of 16 m / min detection or the condition of 1.2 seconds elapsed. Outputs a brake engagement signal to the brake 21 to engage the brake 21. As a result, if the driving speed does not decrease to 16 m / min within 1.2 seconds, the brake 21 is engaged after 1.2 seconds have elapsed. Therefore, even if the decrease in the driving speed becomes slower than expected, the brake 21 can be appropriately engaged to prevent the stopping distance of the step 11 from greatly exceeding 450 mm. Further, when 0.7 m / min detection is a condition as the first timing, the control device 40 satisfies either the condition of 3 m / min detection or the condition of 0.7 seconds elapsed. Occasionally, a brake engagement signal is output to the brake 21 to engage the brake 21. As a result, if the driving speed does not decrease to 3 m / min within 0.7 seconds, the brake 21 is engaged after 0.7 seconds have elapsed. Therefore, even if the decrease in the driving speed becomes slower than expected, the brake 21 can be appropriately engaged to prevent the stopping distance of the step 11 from greatly exceeding 450 mm.

2.2.2 Safety increase at the time of speed increase detection or reverse rotation detection In the above-mentioned soft stop control, the brake 21 may be engaged when the moving speed of the step 11 drops to a predetermined speed. However, if there are a large number of passengers during DOWN operation, there is a risk that the speed of the step 11 will increase before the speed drops to a predetermined speed. Further, when the number of passengers is very large during the UP operation, there is a possibility that the operation direction is reversed from the UP direction to the DOWN direction even if a slight delay in fastening the brake 21 occurs. In order to deal with this, the following configuration is adopted in this embodiment.

FIG. 22 is a diagram illustrating operation stop control when an abnormality occurs in the escalator 1 according to the first embodiment.

(1) When speed increase is detected after the start of deceleration The control device 40 determines the drive speed of the step 11 based on the signals P1 and P2 from the speed / direction detection device 110 while the step 11 is decelerating toward the stop of the step 11. When it is detected that the speed has started to increase, a brake engagement signal is output to the brake 21 at the same time as the acceleration detection is detected, so that the brake 21 is engaged. As a result, for example, during DOWN operation, even if an increase in speed occurs after the start of deceleration, the driving of the step 11 can be stopped promptly, and the safety of passengers can be appropriately ensured.

(2) At the time of reverse rotation detection When the step 11 is driven toward the stop of the step 11, the control device 40 reverses the moving direction of the step 11 based on the signals P1 and P2 from the speed / direction detection device 110. When it is detected that the brake 21 has been detected, a brake engagement signal is output to the brake 21 at the same time as the reverse rotation is detected to engage the brake 21. Thereby, for example, even if the moving direction of the step 11 is reversed in the DOWN direction after the start of deceleration during the UP operation, the driving of the step 11 can be stopped promptly to appropriately ensure the safety of the passengers.

(Summary of embodiments)
1. 1. Soft stop control at the time of power failure, inverter failure, etc. (1) The escalator 1 (an example of a passenger conveyor) of the first embodiment is
Step 11 connected in an endless manner and
The motor 20 that drives the step 11 and
An inverter 30 that inputs electric power from the outside and supplies electric power for driving to the motor 20.
A brake 21 that mechanically stops the rotation of the drive shaft of the motor 20 and
A control device 40 that controls the operation of the brake 21 is provided.
When the control device 40 detects a power failure or a failure of the inverter 30 while driving the step 11, the control device 40 determines the timing according to the driving direction of the step 11 and the boarding rate estimated based on the output current value of the inverter 30. Activate the brake 21.

According to this configuration, when a power failure or a failure of the inverter 30 is detected while the step 11 is being driven, the timing is set according to the driving direction of the step 11 and the boarding rate estimated based on the output current value of the inverter 30. , The brake 21 is activated. Therefore, if a power failure or a failure of the inverter 30 occurs while driving the step 11, the step 11 can be stopped smoothly and at an appropriate distance.

(2) In the escalator 1 of the first embodiment
A speed / direction detection device 110 (an example of a speed detection device) for detecting the driving speed of the step 11 is further provided.
The control device 40
When a power failure is detected while driving the step 11 in the UP direction (upward direction), if the boarding rate is equal to or less than the first predetermined boarding rate (for example, 10%), the first predetermined time (for example) from the power failure detection. After 0.5 seconds), the brake 21 is activated.
When a power failure is detected while driving the step 11 in the UP direction, the boarding rate is larger than the first predetermined boarding rate and larger than the first predetermined boarding rate (for example, 46. When it is 5%) or less, the brake 21 is activated when the driving speed of the step 11 drops from the rated speed (for example, 30 m / min) to the first predetermined speed (for example, 16 m / min).
When a power failure is detected while driving the step 11 in the UP direction, if the boarding rate is larger than the second predetermined boarding rate, the drive speed of the step 11 is the second predetermined speed equal to or less than the rated speed. The brake 21 is activated when the speed is reduced (for example, 3 m / min).

According to this configuration, when a power failure is detected while driving the step 11 in the UP direction, the step 11 can be stopped smoothly and at an appropriate distance according to the boarding rate.

(3) The escalator 1 of the first embodiment is
A speed / direction detection device 110 (an example of a speed detection device) for detecting the driving speed of the step 11 is further provided.
The control device 40
When a power failure is detected while driving the step 11 in the DOWN direction (downward direction), the driving speed of the step 11 is set to a predetermined speed (for example, 0 m /) for a predetermined time (for example, 1.6 seconds) by using the regenerative power of the motor 20. Let the inverter 30 control the drive of the motor 20 so as to reduce it to min).
The brake 21 is activated when the driving speed of the step 11 drops from the rated speed (for example, 30 m / min) to the third predetermined speed (for example, 3 m / min).

According to this configuration, when a power failure is detected while driving the step 11 in the DOWN direction, the step 11 can be stopped smoothly and at an appropriate distance by utilizing the regenerative power of the motor 20.

(4) In the escalator 1 of the first embodiment
When the regenerative power is insufficient, the control device 40 operates the brake 21 after the first predetermined time from the detection of the power failure.

According to this configuration, even if the regenerative power is insufficient, the step 11 can be stopped smoothly and at an appropriate distance.

(5) The escalator 1 of the first embodiment is
A speed / direction detection device 110 (an example of a speed detection device) for detecting the driving speed of the step 11 is further provided.
The control device 40
When a failure of the inverter 30 is detected while driving the step 11 in the UP direction, if the boarding rate is equal to or less than the first predetermined boarding rate (for example, 10%), the first predetermined time (for example, 0) from the failure detection. After .5 seconds), activate the brake 21 and
When a failure of the inverter 30 is detected while driving the step 11 in the UP direction, the second predetermined boarding rate (the second predetermined boarding rate) in which the boarding rate is larger than the first predetermined boarding rate and larger than the first predetermined boarding rate ( For example, when it is 46.5% or less), the brake 21 is activated when the driving speed of the step 11 drops from the rated speed (for example, 30 m / min) to the first predetermined speed (for example, 16 m / min).
When a failure of the inverter 30 is detected while driving the step 11 in the UP direction, if the boarding rate is larger than the second predetermined boarding rate, the driving speed of the step 11 is equal to or less than the rated speed of the first predetermined speed. The brake 21 is activated when the speed drops to the second predetermined speed (for example, 3 m / min).

According to this configuration, when a failure of the inverter 30 is detected while driving the step 11 in the UP direction, the step 11 can be stopped smoothly and at an appropriate distance according to the boarding rate.

(6) In the escalator 1 of the first embodiment
The control device 40
When a failure of the inverter 30 is detected while driving the step 11 in the DOWN direction, if the boarding rate is equal to or less than the first predetermined boarding rate (for example, 10%), the first predetermined time (for example, 0) from the failure detection. After .5 seconds), activate the brake 21 and
When a failure of the inverter 30 is detected while driving the step 11 in the DOWN direction, if the boarding rate is larger than the first predetermined boarding rate, the brake 21 is activated at the same time as the failure detection.

According to this configuration, when a failure of the inverter 30 is detected while driving the step 11 in the UP direction, the step 11 can be stopped smoothly and at an appropriate distance according to the boarding rate.

(7) In the escalator 1 of the first embodiment
When the boarding rate is equal to or less than the first predetermined boarding rate (for example, 10%), it indicates that the escalator usage state (passenger conveyor usage state) is in a quiet state.

According to this configuration, when a power failure or a failure of the inverter 30 occurs while the escalator is in a quiet state, the step 11 can be stopped smoothly and at an appropriate distance.

(8) In the escalator 1 of the first embodiment
The use of an escalator means that the boarding rate is greater than the first predetermined boarding rate (for example, 10%) and less than or equal to the second predetermined boarding rate (for example, 46.5%), which is larger than the first predetermined boarding rate. Indicates that the state (passenger conveyor usage state) is in a normal state with more passengers than in a quiet state.

According to this configuration, when a power failure or a failure of the inverter 30 occurs while the escalator is in a normal state, the step 11 can be stopped smoothly and at an appropriate distance.

(9) In the escalator 1 of the first embodiment
When the boarding rate is larger than the second predetermined boarding rate (for example, 46.5%), it indicates that the escalator usage state (passenger conveyor usage state) is in a congested state or an overloaded state.

According to this configuration, when a power failure or a failure of the inverter 30 occurs while the escalator is in a congested state, the step 11 can be stopped smoothly and at an appropriate distance.

2. Increased safety of soft stop control (1) The escalator 1 (an example of a passenger conveyor) of the first embodiment is
Step 11 connected in an endless manner and
The motor 20 that drives the step 11 and
A brake 21 that mechanically stops the rotation of the drive shaft of the motor 20 and
A speed / direction detection device 110 (an example of a speed detection device) for detecting the drive speed of the step 11 and
A control device 40 that controls the operation of the brake 21 is provided.
The control device 40
When a predetermined condition for stopping the driving of the step 11 is satisfied and the driving speed of the step 11 is reduced, the driving speed of the step 11 and the elapsed time from the establishment of the predetermined condition are monitored.
The first timing in which the driving speed of the step 11 drops to a predetermined speed (for example, 16 m / min or 3 m / min) and the second timing in which a predetermined time (1.2 seconds or 0.7 seconds) has passed since the predetermined condition was satisfied. The brake 21 is activated at the timing of whichever is established first.

According to this configuration, when the driving speed of the step 11 is reduced, the first timing in which the driving speed of the step 11 is reduced to a predetermined speed and the second timing in which a predetermined time has elapsed from the establishment of the predetermined condition are first. The brake 21 is activated at the timing that is established in. Therefore, even if the decrease in the driving speed is delayed, the brake 21 always operates after a predetermined time has elapsed. Therefore, even if the step 11 is configured to be stopped gently, the step 11 can be stopped at an appropriate distance.

(2) In the escalator 1 of the first embodiment
The control device 40 immediately activates the brake 21 when the driving speed of the step 11 changes from decreasing to increasing while the predetermined condition is satisfied and the driving speed of the step 11 is decreased.

According to this configuration, when the driving speed of the step 11 changes from decreasing to increasing while the predetermined condition is satisfied and the driving speed of the step 11 is decreased, the step 11 can be reliably stopped.

(3) In the escalator 1 of the first embodiment
A speed / direction detection device 110 (an example of a movement direction detection device) for detecting the movement direction of the step 11 is further provided.
The control device 40 immediately activates the brake 21 when the moving direction of the step 11 is reversed while the step 11 is being driven.

According to this configuration, if the moving direction of the step 11 is reversed while the step 11 is being driven, the brake 21 is immediately activated. Therefore, the step 11 can be reliably stopped.

(4) In the escalator 1 of the first embodiment
Further equipped with an inverter 30 that inputs electric power from the outside and supplies electric power for driving to the motor 20.
The control device 40 sets the first timing and the second timing according to the driving direction of the step 11 and the boarding rate estimated based on the output current value of the inverter 30.

According to this configuration, the first timing and the second timing are appropriately set according to the driving direction of the step 11 and the boarding rate estimated based on the output current value of the inverter 30.

(5) In the escalator 1 of the first embodiment
The predetermined condition is that a power failure occurs while the step 11 is being driven in the UP direction (upward direction), and the boarding rate at the time of the power failure is larger than the predetermined boarding rate.

According to this configuration, when a power failure occurs while driving the step 11 in the UP direction and the boarding rate at the time of the power failure is larger than the predetermined boarding rate, the first timing and the second timing come first. The brake 21 is activated at the timing that is established in.

(6) In the escalator 1 of the first embodiment
The predetermined condition is that a power failure occurs while the step 11 is being driven in the DOWN direction (downward direction).

According to this configuration, when a power failure occurs while driving the step 11 in the DOWN direction, the brake 21 is operated at the timing of the first timing and the second timing, whichever is established first.

(7) In the escalator 1 of the first embodiment
The predetermined condition is that a failure of the inverter 30 occurs while driving the step 11 in the UP direction, and the boarding rate at the time of failure is larger than the predetermined boarding rate (for example, 10%).

According to this configuration, when a failure of the inverter 30 occurs while driving the step 11 in the UP direction and the boarding rate at the time of failure is larger than the predetermined boarding rate, the first timing and the second timing The brake 21 is activated at the timing of whichever is established first.

3. 3. Estimating the boarding rate without a sensor (1) The escalator 1 (an example of a passenger conveyor) of the first embodiment is
Step 11 connected in an endless manner and
The motor 20 that drives the step 11 and
An inverter 30 that inputs electric power from the outside and supplies electric power for driving to the motor 20.
With a control device 40
Inverter 30
The current output torque of the motor 20 is estimated based on the output current value of the motor 20.
Outputs a signal indicating the torque range to which the estimated output torque belongs,
The control device 40 estimates the boarding rate range to which the current boarding rate of the escalator 1 belongs based on the torque range indicated by the signal output from the inverter 30.

According to this configuration, the current boarding rate of the escalator 1 is based on a signal indicating a torque range to which the current output torque estimated based on the current value of the electric power being supplied to the motor 20 belongs from the inverter 30. The boarding rate range to which the escalator 1 belongs, that is, the current degree of congestion of the escalator 1 can be estimated accurately. Therefore, it is possible to accurately estimate the current degree of congestion of the conveyor without providing a sensor for detecting the amount of passengers.

(2) In the escalator 1 of the first embodiment
The boarding rate range is a range indicating a quiet state with few passengers (for example, a range of 10% or less) and a range indicating a normal state with more passengers than a quiet state (for example, a range larger than 10% and 46.5% or less). ), A range indicating a congested state with more passengers than the normal state (for example, a range larger than 46.5% and 80% or less), and a range indicating an overloaded state with more passengers than the congested state (for example, more than 80%). Is also a large range).

According to this configuration, it is possible to estimate whether the escalator 1 is in a off-peak state, a normal state, a congested state, or an overloaded state.

(Other embodiments)
(A)
In the above embodiment, the case where the operating speed of the escalator (driving speed of the step 11) is 30 m / min (general rated speed) has been described. However, the present invention is not limited to this. The present invention is also applicable when the operating speed of the escalator (driving speed of the step 11) is 20 m / min (slow rated speed). In this case, as shown in FIG. 23, the engagement timing of the brake 21 may be a timing suitable for 20 m / min. In FIG. 23, the portion different from the case of 30 m / min is shaded. The brake engagement timing (second timing) for increasing safety described with reference to FIG. 21 can be applied as it is.

(B)
In the above embodiment, the control device 40 refers to the control content table stored in the storage unit 42, and performs soft stop control according to the operation direction and the boarding rate of the escalator 1. However, in the present invention, the soft stop control may be executed, for example, by classifying the contents described in the control content table according to the driving direction and the boarding rate according to the flowchart.

(C)
In the above embodiment, the speed / direction detection device 110 detects the speed and the driving direction. However, in the present invention, the speed and the driving direction may be detected by a known speed detecting device or driving direction detecting device.

1 Escalator 5 Entrance 6 Exit 10 Escalator body 11 Step 12 Handrail 12n Nuel part 16 Inlet 17 Inlet guard 18 Banquet 19 Floor plate 20 Motor 21 Brake 22 Reducer 23 Drive sprocket 24 Main drive chain 25 Driven sprocket 26 Main drive sprocket 26a Tooth 27 Step drive chain 28 Driven sprocket 30 Inverter 31 Controller 32 Power conversion unit 33 Output current detector 34 Operation unit 40 Control device 41 Control unit 42 Storage unit 110 Speed detection device 111 First detection unit 112 Second detection unit 120 Safety device monitoring device 130 Power supply voltage monitoring device F1 floor F2 floor

Claims (8)

Steps connected in an endless manner and
The motor that drives the step and
A brake that mechanically stops the rotation of the drive shaft of the motor,
A speed detection device for detecting the driving speed of the step and
A control device for controlling the operation of the brake is provided.
The control device is
When a predetermined condition for stopping the driving of the step is satisfied and the driving speed of the step is reduced, the driving speed of the step and the elapsed time from the satisfaction of the predetermined condition are monitored.
The brake is activated at the first timing when the driving speed of the step is lowered to a predetermined speed and the second timing when a predetermined time has elapsed from the establishment of the predetermined condition, whichever is satisfied first.
Passenger conveyor. The control device immediately activates the brake when the driving speed of the step changes from decreasing to increasing while the predetermined condition is satisfied and the driving speed of the step is decreased.
The passenger conveyor according to claim 1. A moving direction detecting device for detecting the moving direction of the step is further provided.
The control device immediately activates the brake when the moving direction of the step is reversed while the step is being driven.
The passenger conveyor according to claim 1 or 2. Further equipped with an inverter that inputs electric power from the outside and supplies electric power for driving to the motor.
The control device sets the first timing and the second timing according to the driving direction of the step and the boarding rate estimated based on the output current value of the inverter.
The passenger conveyor according to any one of claims 1 to 3. The predetermined condition is that a power failure occurs while driving the step in the ascending direction, and the boarding rate at the time of the power failure is larger than the predetermined boarding rate.
The passenger conveyor according to claim 4. The predetermined condition is that a power failure occurs while driving the step in the downward direction.
The passenger conveyor according to claim 1. The predetermined condition is that a failure of the inverter occurs while driving the step in the ascending direction, and the boarding rate at the time of failure is larger than the predetermined boarding rate.
The passenger conveyor according to claim 4. The inverter
The output torque of the motor is estimated based on the output current value, and the output torque is estimated.
Outputs a signal indicating the torque range to which the estimated output torque belongs,
The control device estimates the boarding rate range to which the current boarding rate of the passenger conveyor belongs based on the torque range indicated by the signal output from the inverter.
The passenger conveyor according to any one of claims 4, 5 and 7.

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