JP7408014B2 - Passenger conveyor control device - Google Patents

Description

The present disclosure relates to a control device for a passenger conveyor.

In conventional passenger conveyor auxiliary brake control devices, when the power supply to the passenger conveyor stops due to a power outage, the auxiliary brake is maintained in a non-operating state by supplying power to the auxiliary brake from the auxiliary power source. (For example, see Patent Document 1).

Japanese Patent Application Publication No. 2008-13344

The conventional auxiliary brake control device described above requires an auxiliary power source to maintain the auxiliary brake in a non-operating state when the power supply to the passenger conveyor stops, which is costly. be.

The present disclosure has been made to solve the above-mentioned problems, and it is possible to suppress the cost required to maintain the auxiliary brake in a non-operating state when the power supply to the passenger conveyor is stopped. The purpose is to obtain a control device for a passenger conveyor that can be used.

A passenger conveyor control device according to the present disclosure includes an inverter circuit that drives a motor that circulates through a plurality of steps, an auxiliary brake drive circuit that puts an auxiliary brake in a non-operating state, and a link between the inverter circuit and the auxiliary brake drive circuit. The inverter circuit has a smoothing capacitor, the delay circuit has a first contact, and the inverter circuit has a first contact that connects the smoothing capacitor to the auxiliary brake drive circuit during a power outage. Supply electricity.

According to the passenger conveyor control device according to the present disclosure, it is possible to suppress the cost required to maintain the auxiliary brake in a non-operating state when power supply to the passenger conveyor is stopped.

FIG. 2 is a schematic configuration diagram showing a part of the main part of the passenger conveyor according to Embodiment 1 in blocks. 2 is a circuit diagram showing the control device of FIG. 1. FIG. 2 is a table arranging operations of the control device shown in FIG. 1; 2 is a diagram for explaining the operation of the control device in FIG. 1. FIG. FIG. 6 is a diagram for explaining the operation of a control device as a comparative example.

Hereinafter, embodiments will be described with reference to the drawings.
Embodiment 1.
FIG. 1 is a schematic configuration diagram showing the main parts of a passenger conveyor according to Embodiment 1 in partial blocks.

The passenger conveyor includes a truss (not shown), a plurality of steps 10, a main shaft 20, a motor 30, an auxiliary brake 40, and a control device 50. The passenger conveyor in Figure 1 is an escalator.

The truss is installed between the upper and lower floors of the building. A plurality of steps 10 are supported on a truss. Further, the plurality of steps 10 are connected in an endless manner. In FIG. 1, only some of the steps 10 are shown.

The main shaft 20 is provided under the floor of the upper floor. The motor 30 rotates the main shaft 20. The plurality of steps 10 move cyclically as the main shaft 20 rotates. That is, the motor 30 moves the plurality of steps 10 in a circular manner.

When the operating direction of the passenger conveyor is upward, the main shaft 20 rotates clockwise in FIG. 1 . When the operating direction of the passenger conveyor is downward, the main shaft 20 rotates counterclockwise in FIG. 1 .

The auxiliary brake 40 has a ratchet wheel 41, a ratchet pawl 42, and a solenoid 43.

Ratchet wheel 41 is fixed to main shaft 20. A plurality of fitting portions 41a are provided on the outer circumference of the ratchet wheel 41.

The ratchet pawl 42 is movable between an open position 42a shown in broken lines and a restrained position 42b shown in solid lines.

When the ratchet pawl 42 is in the open position 42a, rotation of the ratchet wheel 41 in the clockwise and counterclockwise directions in FIG. 1 is allowed. Therefore, when the ratchet pawl 42 is located at the open position 42a, the auxiliary brake 40 is in a non-operating state.

When the ratchet pawl 42 is located at the restraining position 42b, rotation of the ratchet wheel 41 in the counterclockwise direction in FIG. 1 is prevented by the ratchet pawl 42 fitting into the fitting portion 41a. Therefore, when the ratchet pawl 42 is located at the restraining position 42b, the auxiliary brake 40 is in the operating state.

When power is supplied to the solenoid 43, the ratchet pawl 42 is held in the open position 42a by the solenoid 43. When the power supply to the solenoid 43 is stopped, the ratchet pole 42 is displaced to the restraining position 42b due to its own weight.

For example, if the passenger conveyor abnormally stops, the power supply to the solenoid 43 is stopped, and the ratchet pole 42 is displaced to the restraining position 42b.

In the state where the ratchet pawl 42 is fitted into the fitting part 41a, even if the power supply to the solenoid 43 is restarted, the ratchet pawl 42 is not returned to the open position 42a by the solenoid 43, but is displaced to the restrained position 42b. It remains as it is.

FIG. 2 is a circuit diagram showing the control device 50 of FIG. 1. The control device 50 includes an inverter circuit 60, an auxiliary brake drive circuit 70, and a delay circuit 80.

The inverter circuit 60 is a three-phase AC inverter circuit. The inverter circuit 60 includes a first rectifier circuit 61, a switching circuit 62, and a smoothing capacitor 63.

The first rectifier circuit 61 is connected to an AC power source 90. AC power supply 90 is a three-phase AC power supply. Three-phase AC is input to the first rectifier circuit 61 from an AC power supply 90 . The first rectifier circuit 61 is a three-phase bridge circuit using a plurality of diodes. The first rectifier circuit 61 converts three-phase AC power into DC power.

The switching circuit 62 is connected to the motor 30. Motor 30 is a three-phase AC motor. The switching circuit 62 is a power conversion circuit using a plurality of switching elements and a plurality of freewheeling diodes. The switching circuit 62 converts DC power into three-phase AC power and outputs the three-phase AC power to the motor 30.

The smoothing capacitor 63 is connected between the positive pole LP of the DC bus and the negative pole LN of the DC bus. Smoothing capacitor 63 suppresses ripples in the DC bus voltage.

Auxiliary brake drive circuit 70 drives auxiliary brake 40. That is, the auxiliary brake drive circuit 70 displaces the ratchet pawl 42 from the restraint position 42b to the release position 42a by energizing the solenoid 43 when the ratchet pawl 42 is not fitted into the fitting portion 41a. That is, the auxiliary brake drive circuit 70 puts the auxiliary brake 40 into a non-operating state.

The auxiliary brake drive circuit 70 includes a second rectifier circuit 71, a solenoid control contact 72, a diode 73, and a resistor 74.

The second rectifier circuit 71 is connected to an AC power supply 90. Three-phase AC is input to the second rectifier circuit 71 from the AC power supply 90 . The second rectifier circuit 71 is a three-phase bridge circuit using a plurality of diodes. The second rectifier circuit 71 converts three-phase AC power into DC power.

Solenoid control contact 72 is a normally open relay. Therefore, when the coil of solenoid control contact 72 is not energized, solenoid control contact 72 is open. In this state, no power is supplied to the solenoid 43.

On the other hand, when the coil of the solenoid control contact 72 is energized, the solenoid control contact 72 is closed. In this state, power is supplied to the solenoid 43.

The cathode of the diode 73 is connected to the positive electrode CP of the auxiliary brake drive circuit 70. The anode of diode 73 is connected to one terminal of resistor 74. The other terminal of the resistor 74 is connected to the negative electrode CN of the auxiliary brake drive circuit 70.

A diode 73 and a resistor 74 are connected in parallel with the solenoid 43. Diode 73 and resistor 74 function as a spark quenching circuit. The spark quenching circuit suppresses arc discharge that occurs when the solenoid 43 is energized.

Delay circuit 80 is provided between inverter circuit 60 and auxiliary brake drive circuit 70. The delay circuit 80 has a first contact 81 , a second contact 82 , a third contact 83 , and a voltage dividing circuit 84 .

The first contact 81 is provided between the inverter circuit 60 and the auxiliary brake drive circuit 70. The first contact 81 is a contact that can maintain continuity between the inverter circuit 60 and the auxiliary brake drive circuit 70 during a power outage. More specifically, the first contact 81 is a single-winding type latch relay.

The first contact 81 maintains a conductive state when a set current, that is, a forward current pulse is input to the coil of the first contact 81. Further, the first contact 81 maintains an open state when a reset current, that is, a reverse current pulse is input to the coil of the first contact 81. That is, when the first contact 81 is in the conductive state, the conductive state of the first contact 81 is maintained until the reset current is input to the coil of the first contact 81.

The second contact 82 is a normally closed relay. That is, when the coil of the second contact 82 is not energized, the second contact 82 is in a conductive state, and while the coil of the second contact 82 is energized, the second contact 82 is maintained in an open state. Ru.

The second contact 82 is provided between the positive pole LP of the DC bus in the inverter circuit 60 and the voltage dividing circuit 84 . The second contact 82 is opened during operation of the passenger conveyor, and conducts between the positive electrode LP of the DC bus and the voltage dividing circuit 84 when the passenger conveyor is stopped.

The third contact 83, like the second contact 82, is a normally closed relay. That is, when the coil of the third contact 83 is not energized, the third contact 83 is in a conductive state, and while the coil of the third contact 83 is energized, the third contact 83 is maintained in an open state. Ru.

The third contact 83 is provided between the negative pole LN of the DC bus in the inverter circuit 60 and the negative pole CN of the auxiliary brake drive circuit 70. The third contact 83 is opened during operation of the passenger conveyor, and conducts between the negative electrode LN of the DC bus and the negative electrode CN of the auxiliary brake drive circuit 70 when the passenger conveyor is stopped.

Voltage dividing circuit 84 divides the DC bus voltage of inverter circuit 60 . The voltage dividing circuit 84 includes a first voltage dividing resistor 84a and a second voltage dividing resistor 84b. The first voltage dividing resistor 84a and the second voltage dividing resistor 84b are connected in series with each other.

The terminal of the first voltage dividing resistor 84a, which is opposite to the terminal connected to the second voltage dividing resistor 84b, is connected to the positive pole LP of the DC bus through the second contact 82. . A terminal of the second voltage dividing resistor 84b, which is opposite to the terminal connected to the first voltage dividing resistor 84a, is connected to the negative pole LN of the DC bus. The negative pole LN of the DC bus is connected to the negative pole CN of the auxiliary brake drive circuit 70 via the third contact 83 .

When the second contact 82 is conductive, the connection point between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b is connected according to the voltage dividing ratio between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b. Then, the divided voltage of the DC bus voltage is output. That is, the connection point between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b is the output point of the voltage dividing circuit 84. The output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake drive circuit 70 via the first contact 81.

FIG. 3 is a table that summarizes the operations of the control device 50 in FIG. 1.

The power cutoff state is a state in which power supply to the control device 50 is cut off. In the power cutoff state, the first contact 81 is reset and set to the open state before the power is cut off. Since the second contact 82 and the third contact 83 are normally closed relays, both are set to a conductive state. Since the solenoid control contact 72 is a normally open type relay, it is set in an open state.

Therefore, in the power-off state, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. Since no current for driving the ratchet pole 42 flows through the solenoid 43, the position of the ratchet pole 42 becomes the restrained position 42b.

The normal stop state is a state in which the operation of the passenger conveyor is normally stopped. For example, the normal stop state is a state where power is being supplied to the passenger conveyor, but the rotation of the motor 30 is stopped due to a stop command. In the normal stop state, the first contact 81 is reset and set to the open state. The second contact 82 and the third contact 83 are both in an energized state and are therefore set in an open state. The solenoid control contact 72 is de-energized and set in an open state.

Therefore, in this case, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. Since no current for driving the ratchet pawl 42 flows through the auxiliary brake drive circuit 70, the position of the ratchet pawl 42 becomes the restrained position 42b.

The abnormal stop state is a state in which an abnormality in the passenger conveyor is detected during operation, and the passenger conveyor is abnormally stopped. In the abnormal stop state, the control device 50 stops power supply to the auxiliary brake drive circuit 70 so that the auxiliary brake 40 is immediately activated. Therefore, a reset current is input to the first contact 81, and the first contact 81 is set to an open state. The second contact 82 and the third contact 83 are each set to an open state. Solenoid control contact 72 is set to an open state.

Therefore, in the abnormal stop state, the second contact 82 and the third contact 83 are in the open state, so that no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. Therefore, the solenoid 43 is not energized and the position of the ratchet pole 42 becomes the restrained position 42b.

The operating state is a state in which the passenger conveyor is operating normally. In the operating state, the control device 50 sets the first contact 81 to the conductive state, sets the second contact 82 and the third contact 83 to the open state, and sets the solenoid control contact 72 to the conductive state.

Therefore, in the operating state, since the second contact 82 and the third contact 83 are in the open state, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. On the other hand, since the solenoid control contact 72 is set to a conductive state, the solenoid 43 is energized. Therefore, the position of the ratchet pawl 42 becomes the open position 42a.

A power outage state during operation is a state in which a power outage occurs during operation. If a power outage occurs during operation, neither the set current nor the reset current flows through the coil of the first contact 81, so the state of the first contact 81 is maintained in a conductive state. The states of the second contact 82 and the third contact 83 are changed from an open state to a conductive state. The state of the solenoid control contact 72 is changed from a conductive state to an open state.

Therefore, in a power outage state during operation, the second contact 82 and the third contact 83 are in a conductive state, so that power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. In the power outage state, the power supplied to the auxiliary brake drive circuit 70 is the power stored in the smoothing capacitor 63.

Therefore, after a power outage, the position of the ratchet pole 42 is maintained at the open position 42a by the power supplied from the smoothing capacitor 63. However, when the smoothing capacitor 63 gradually discharges and the power supplied from the smoothing capacitor 63 decreases, the solenoid 43 can no longer maintain the position of the ratchet pole 42 at the open position 42a. Then, the position of the ratchet pawl 42 is displaced from the open position 42a to the restraint position 42b.

FIG. 4 is a diagram for explaining the operation of the control device 50 of FIG. 1. The horizontal axis in FIG. 4 is time, and the vertical axis is current. Ia is a current flowing through a main brake drive circuit (not shown). Ib is a current flowing through the auxiliary brake drive circuit 70.

The main brake drive circuit, like the auxiliary brake drive circuit 70, includes a solenoid and a spark quencher. If a power outage occurs while the passenger conveyor is operating, the power supply from the AC power supply 90 is stopped. As a result, the current Ia flowing through the main brake drive circuit is consumed by the resistance component of the solenoid and the resistance of the spark quencher, and decays exponentially over time. Then, at an elapsed time Ta from the power outage, the main brake is activated.

On the other hand, the auxiliary brake drive circuit 70 is supplied with the power stored in the smoothing capacitor 63 even after the power outage. Therefore, the current Ib flowing through the auxiliary brake drive circuit 70 gradually decreases, and in the elapsed time Tb from the power outage, the auxiliary brake operates with a delay time, that is, Tb-Ta, behind the main brake.

In this way, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 only during a power outage. In other words, the delay circuit 80 delays the operation of the auxiliary brake only in the event of a power outage.

Thereby, after the rotation of the ratchet wheel 41 has stopped, the ratchet pawl 42 can be displaced from the open position 42a to the restraint position 42b. Therefore, it is possible to prevent the ratchet pawl 42 from fitting into the fitting portion 41a.

Then, when the passenger conveyor recovers from the power outage and power is supplied to the auxiliary brake drive circuit 70, the ratchet pawl 42 can be displaced from the restraint position 42b to the release position 42a.

FIG. 5 is a diagram for explaining the operation of a control device as a comparative example. The horizontal axis in FIG. 5 is time, and the vertical axis is current. Ia is a current flowing through a main brake drive circuit (not shown). Ib is a current flowing through the auxiliary brake drive circuit.

The control device as a comparative example is not provided with the delay circuit 80. Therefore, when a power outage occurs, no power is subsequently supplied to the auxiliary brake drive circuit as a comparative example.

Therefore, the current Ib flowing through the auxiliary brake drive circuit decays exponentially like the current Ia flowing through the main brake drive circuit. Therefore, the main brake is activated during the elapsed time Ta from the power outage. Subsequently, during the elapsed time Tb from the power outage, the auxiliary brake is activated.

In this case, when the auxiliary brake is activated and the ratchet pawl 42 is displaced from the release position 42a to the restraining position 42b, and the ratchet wheel 41 is rotating counterclockwise in FIG. 41a.

Therefore, in the passenger conveyor to which the control device as a comparative example is applied, when the power is restored from a power outage, the ratchet pawl 42 is fitted into the fitting portion 41a, so the ratchet pawl 42 cannot be returned to the open position 42a. There is a risk that it will disappear. In other words, the passenger conveyor may not be able to restart.

Furthermore, in the comparative example, since the auxiliary brake is activated immediately after the main brake is activated, if a power outage occurs while the passenger conveyor is running in a downward direction, the deceleration will be greater.

As described above, the passenger conveyor control device 50 according to the first embodiment includes the inverter circuit 60, the auxiliary brake drive circuit 70, and the delay circuit 80.

Inverter circuit 60 drives motor 30. A motor 30 circulates the steps 10 of the passenger conveyor. The auxiliary brake drive circuit 70 puts the auxiliary brake 40 into a non-operating state. Delay circuit 80 is provided between inverter circuit 60 and auxiliary brake drive circuit 70.

The inverter circuit 60 also includes a smoothing capacitor 63. The delay circuit 80 has a first contact 81 . The delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81 during a power outage.

According to this, even without an auxiliary power source, the auxiliary brake 40 can be maintained in a non-operating state for a certain period of time after a power outage. Therefore, the cost required to maintain the auxiliary brake 40 in a non-operating state when the power supply to the passenger conveyor is stopped can be reduced.

Further, according to the passenger conveyor control device 50 according to the first embodiment, the auxiliary brake 40 is activated later than the main brake in the event of a power outage, so that when the ratchet pawl 42 is displaced from the open position 42a to the restraint position 42b, , it becomes difficult for the ratchet pawl 42 to fit into the fitting portion 41a.

Therefore, when the passenger conveyor recovers from a power outage, it is possible to suppress the displacement of the ratchet pole 42 from the restraint position 42b to the release position 42a from being hindered. In other words, the passenger conveyor can be restarted more reliably when the power is restored.

Furthermore, if a power outage occurs while the passenger conveyor is running in a downward direction, the auxiliary brake operates with a delay from the main brake, thereby suppressing deceleration from increasing further.

Further, as shown in FIG. 3, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81 only during a power outage. This is because the state of the first contact 81 is maintained during a power outage, and the second contact 82 and the third contact 83 are each set to a conductive state. According to this, since the auxiliary brake 40 operates simultaneously with the main brake except during a power outage, the passenger conveyor can be stopped more reliably.

Further, the delay circuit 80 further includes a voltage dividing circuit 84, a second contact 82, and a third contact 83. Voltage dividing circuit 84 divides the DC bus voltage of inverter circuit 60 . The output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake drive circuit 70 via the first contact 81.

The second contact 82 is opened during operation of the passenger conveyor, and conducts between the positive pole LP of the DC bus in the inverter circuit 60 and the voltage dividing circuit 84 when the passenger conveyor is stopped. The third contact 83 is opened during operation of the passenger conveyor, and conducts between the negative electrode LN of the DC bus and the negative electrode CN of the auxiliary brake drive circuit 70 when the passenger conveyor is stopped.

According to this, it is possible to suppress the power in the inverter circuit 60 from being consumed in the auxiliary brake drive circuit 70 when the power is turned on. Furthermore, during normal power-off, the delay circuit 80 can be operated as a discharge circuit for the inverter circuit 60. Therefore, the cost required to maintain the auxiliary brake 40 in a non-operating state when the power supply to the passenger conveyor is stopped can be further reduced.

Note that the passenger conveyor may be a moving walkway.

Further, in the first embodiment, the ratchet wheel 41, the ratchet pawl 42, and the solenoid 43 were provided on one side of the main shaft 20. However, the present invention is not limited thereto, and the pair of ratchet wheels 41, the pair of ratchet poles 42, and the pair of solenoids 43 may be provided on both sides of the main shaft 20.

Further, the AC power source may be a single-phase AC power source. In that case, the rectifier circuit may be a bridge type rectifier circuit.

Moreover, a two-winding type latch relay may be used as the latch relay of the first contact 81. In the case of a two-winding type, a current pulse for setting may be input to one coil, and a current pulse for resetting may be input to the other coil.

10 step, 30 motor, 40 auxiliary brake, 50 control device, 60 inverter circuit, 63 smoothing capacitor, 70 auxiliary brake drive circuit, 80 delay circuit, 81 first contact, 82 second contact, 83 third contact, 84 partial pressure Circuit, CN negative pole of the auxiliary brake drive circuit, CP positive pole of the auxiliary brake drive circuit, LN negative pole of the DC bus, LP positive pole of the DC bus.

Claims (2)

an inverter circuit that drives a motor that circulates through multiple steps of a passenger conveyor ;
An auxiliary brake drive circuit that puts the auxiliary brake into a non-operating state, and a delay circuit provided between the inverter circuit and the auxiliary brake drive circuit,
The inverter circuit has a smoothing capacitor,
The delay circuit has a first contact, and supplies power from the smoothing capacitor to the auxiliary brake drive circuit through the first contact during a power outage;
The delay circuit further includes a voltage dividing circuit, a second contact, and a third contact,
The voltage dividing circuit divides the DC bus voltage of the inverter circuit, and the output point of the voltage dividing circuit is connected to the positive electrode of the auxiliary brake drive circuit via the first contact,
The second contact is opened during operation of the passenger conveyor, and conducts between the positive electrode of the DC bus in the inverter circuit and the voltage dividing circuit when the passenger conveyor is stopped,
The third contact is opened during operation of the passenger conveyor, and conducts between the negative electrode of the DC bus and the negative electrode of the auxiliary brake drive circuit when the passenger conveyor is stopped. Passenger conveyor control device . The passenger conveyor control device according to claim 1, wherein the delay circuit supplies power from the smoothing capacitor to the auxiliary brake drive circuit via the first contact only during the power outage.

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