JPH0243191A - Starting compensator for elevator - Google Patents

Abstract

PURPOSE:To detect stable, accurate braking torque at all times as well as to make good starting compensation performable by setting such a dead zone that will not cause any rotational displacement in a brake gear unless the braking torque being added to the brake gear becomes more than the specified value. CONSTITUTION:When braking torque and motor torque both are in an equilibrium state, supposing that an elevator cage 1 vibrates and thereby this braking torque varies, for the braking torque in this case, a brake gear 9 is preset so as to become a dead zone by a vibration preventer 13 in advance, so that the brake gear 9 keeps its existing position without doing its rotational displacement. Consequently, even if the braking torque is varied by vibration in the elevator cage 1, the brake gear 9, in its turn, a position of a projection member 12 are in no case varied. In consequence, malfunctions in switches SWA, SWB and an electric motor are eliminated, thus smooth starting compensation can be done.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a startup compensation device that reduces the shock that occurs when an elevator is started.

[Conventional technology]

Generally, an elevator has a car and a counterweight suspended from a sheave of a hoist driven by an electric motor via a rope. While the elevator is stopped, the brake device is in operation, and the unbalanced torque generated by the weight difference between the car and the counterweight is kept stationary by the brake device. If the brake is released and the elevator is started in this state, a starting shock will occur due to unbalanced torque.

Therefore, in order to reduce this starting shock, when starting the elevator, the electric motor generates a torque (starting compensation torque) commensurate with the brake torque (unbalanced torque) applied to the brake device in advance, and then the brake device is activated. Conventionally, a method of releasing the material has been adopted.

When performing such startup compensation, it is necessary to detect the brake torque based on the unbalanced torque while the elevator is stopped.

Conventionally, as a method of detecting brake torque,
As disclosed in Japanese Patent Publication No. 0-149040, Japanese Patent Publication No. 50-2275, etc., it has generally been the case that the load is detected indirectly using a signal from a load detector provided under the car.

Recently, Japanese Patent Laid-Open No. 62-562
As disclosed in Publication No. 77, etc., the strain applied to the brake device can be detected with a strain gauge to directly detect the brake torque, or the brake device itself can be moved in a predetermined direction in either the forward or reverse direction according to the brake torque. A method has been proposed in which the brake torque and its direction are detected from the rotational displacement and rotational direction of the brake device by installing it on the outer frame of the hoisting machine so that it can rotate within a certain range. For example, as a conventional technique for detecting
There is a disc brake operation detection device as disclosed in Japanese Patent No. 41, but this device itself only responds to rotational displacement in one direction of the brake device, and the directionality is similar to the brake torque of an elevator. It is not suitable for applications where the direction changes depending on the number of passengers at the corner, etc.

[Problem to be solved by the invention]

Among the various brake torque detection methods mentioned above, those that detect the brake torque and its direction from the rotational displacement and rotational direction of the brake device can directly detect the brake torque as rotational displacement, and can be used to detect other brake torque such as strain gauges. Although this method has been praised for its superior accuracy and ability to perform high-precision start-up compensation compared to conventional methods, there are first-order points that need improvement.

In other words, an elevator car may vibrate due to intentional vibration by passengers while the elevator car is stopped, and if such vibration at the corner occurs during elevator startup compensation, this vibration will be added to the brake torque. As a result, the brake torque fluctuates, and as a result, the rotational displacement of the brake device fluctuates by the amount of vibration. As a result, stable and accurate brake torque cannot be detected, which poses a problem in performing good starting compensation.

This phenomenon also occurs when braking torque is detected using a strain gauge as disclosed in Japanese Patent Application Laid-Open No. 62-56277, since the torque applied to the strain gauge becomes vibratory, causing the same problem as described above.

Furthermore, even in the conventional technology disclosed in Japanese Patent Application Laid-open No. 58-109741, the device is not designed to detect the brake torque of an elevator, so no countermeasures have been taken against the above-mentioned problems caused by vibrations at the corners of the elevator. Not yet.

The present invention has been made in view of the above points, and its purpose is to always detect stable and accurate brake torque even if torque such as vibration of the rider's corner is added to the brake torque, so as to maintain good brake torque. An object of the present invention is to provide a device capable of performing elevator starting compensation.

[Means to solve the problem]

In order to achieve the above object, the present invention first provides the best torque detection accuracy as a brake torque detection means of this type of start compensation device. A mechanism is adopted to detect the brake torque and torque rotation direction from the rotational displacement and direction of the brake device, and the brake device has a mechanism that detects rotational displacement of the brake device when the torque applied to the brake device does not exceed a predetermined torque. Set a dead zone that does not cause

In other words, if such means are considered as a whole device, it consists of a hoist driven by an electric motor, a car and a counterweight suspended from the sheave of the hoist via a rope, and a counterweight for the car. In an elevator equipped with a brake device that holds unbalanced torque between a counterweight and a counterweight stationary, the brake device is installed so that when a brake torque based on the unbalanced torque is generated in the brake device, the brake device is rotationally displaced in the direction of the torque. , a displacement detection means for detecting rotational displacement of the brake device and its direction; and a torque control means for controlling the generated torque of the electric torque in a direction to reduce the brake torque while operating the brake device when starting the elevator. and the brake device includes: unless the brake torque applied to the brake device exceeds a predetermined torque,
A dead zone is set in the brake device that does not cause rotational displacement.

Here, "a predetermined torque or more" is larger than the allowable torque (torque within the allowable starting shock) that is normally considered to be caused by vibrations of the elevator corner.

In other words, the torque caused by intentional vibration of the corner of the vehicle, such as a prank, will not exceed a predetermined torque and will be included in the dead zone.

[Effect]

According to the present invention having such a configuration, when an unbalance occurs between the fifth power car and the counterweight while the elevator is stopped, the brake device is rotationally displaced by the brake torque based on the unbalanced torque. When starting the elevator, by detecting this displacement and direction, the generated torque of the electric torque is controlled in the direction of reducing the brake torque while operating the brake device, and when the brake torque becomes less than a predetermined value, the brake device is activated. It is released and the elevator starts. In this way, the shock caused by the brake torque at the time of starting the elevator is alleviated, and the starting compensation for the elevator is compensated.

In the present invention, a dead zone is set in which no rotational displacement occurs in the brake device unless the torque exceeds a predetermined value, so even if the brake torque fluctuates due to vibrations of the elevator car etc. Since the brake device does not rotate (oscillate) when the torque fluctuates, stable and accurate brake torque (unbalanced torque) can be detected, preventing malfunctions of starting compensation and providing good starting compensation. .

〔Example〕

Embodiments of the present invention will be described based on the drawings.

Fig. 1 is an overall configuration diagram of an elevator showing a first embodiment of the present invention, Fig. 2 is a front view of a brake device which is a main part thereof,
FIG. 3 is a cross-sectional side view of FIG. 2.

In Figure 1, 1 is a passenger car, 2 is a counterweight, and 3 is a counterweight.
is a rope, and 4 is a hoist. The car 1 and the counterweight 2 are connected by a rope 3 and suspended from a sheave 5, which is a part of a hoist 4, via the rope 3 in a hanging shape.

A drive motor 7 is coupled to the drive shaft 6 of the hoist 4, and this motor 7 is driven by a control device ii8.

Reference numeral 9 denotes a brake device that holds the unbalanced torque generated due to the weight difference between the car 1 and the counterweight 2 stationary while the elevator is stopped. The brake device 9 is supported by the outer frame of the hoist 4 via a bearing 10 so that it can rotate within a predetermined range according to the applied brake torque.

Here, the structure of the brake equipment @9 is shown in Figures 2 and 3.
This will be explained based on the diagram.

As shown in FIG. 3, the brake device 9 is supported via a bearing 10 on a base 19 fixed to the outer frame of the hoisting V&4, and includes a fflld stone 18. as an electromagnetic disc brake as its component. Spring 18a.

Lining 20. Amateur 21. It is composed of a disk 22 and the like. The disk 22 is connected to the base 19 via the bearing 10.
As shown in FIG. 2, three holes 22a are formed through the same circle at equal intervals. This hole 22a is
It fits into the stopper 17 provided on the base 19, and the disc 2
2 (gap between hole 22a and stopper 17)
When it rotates, it is stopped by the stopper 17. That is, hole 2
2a and the stopper 17, the rotation range of the disc 22 and, in turn, the entire brake device 9 is set. The lining 20 is engaged with the shaft 23 of the hoist 4 via a spline 24 so as to be movable in the axial direction. The electromagnet 18 is connected to the pin 26
The electromagnet 18 is disposed facing the surface of the disk 22.
A lining 20 and an armature 21 are interposed between the disc 22 and the armature 21, and the armature 21 is urged toward the disc 22 by a spring 18a.

In such a brake device 9, when the electromagnet 18 is not energized, the spring 18a pushes the armature 21 toward the disk 22, and the armature 21. The unbalanced torque between the car 1 and the counterweight 2 is kept stationary by the frictional force of the lining 20 and the disk 22 and the action of the stopper 17. Electromagnet 18
When energized (energized), the armature 21 is attracted against the force of the spring 18a, and the brake is released.

11 is a means (rotational displacement detection mechanism) for detecting the rotational displacement of the brake device 9 and its directionality;
It is composed of a pair of switches (microswitches) SWA and SWB. The switches SWA and SWB are arranged symmetrically, and the protruding member 12 is positioned between the switches SWA and SWB. Signals from the switches SWA and SWB are input to the control device 8 as shown in FIG.

13 is a rotational vibration prevention mechanism (dead zone) which is the key point of the present invention.
This rotational swing prevention mechanism 13 has a curved or inverted V-shaped notch 14 formed at one end of the protrusion member 12, and a contactor (for example, a spring) pressed into the notch 14 by an elastic body (for example, a spring) 16. (pins, rollers, etc.) 15 are engaged. Specifically, the second
As shown in the figure, a lever 25 is supported on the base 19 so as to be able to swing around a shaft 27, and the contactor 1 is attached to the lever 25.
5 is attached, and the lower end of one end of the lever 25 is supported by an elastic body 16. The brake device 9 uses this elastic body 1
The elastic body 16 rotates in the clockwise direction and the counterclockwise direction against the force of the brake device 9, but the elastic body 16 does not rotationally displace the brake device 9 unless a brake torque greater than a predetermined torque is applied.
The elastic force is set to a so-called dead zone with respect to brake torque. Here, the dead zone means a zone insensitive to a certain range of torque.

The term "a predetermined torque or more" is greater than the permissible torque that is normally considered to be caused by vibrations at the elevator corners. In other words, the allowable torque caused by normal vibrations of the riding corner does not exceed a predetermined torque and is included in the dead zone. The allowable torque is determined by the allowable magnitude of starting shock during elevator starting compensation.

4 and 5 show the relationship between the brake torque and rotational displacement of the brake device 9 and the switch SWA.

The operational relationship of SWB is shown.

The O line shown in Figure 4 (a) is where the unbalanced torque of the first-power car and the counterweight is zero, that is, the balance is balanced, and this zero point (0 point) is the neutral point where the brake is released during elevator start compensation. As a point (reference point), switch SWA, SW
B are arranged symmetrically. In this case, as shown in FIG. 4(b), a predetermined torque T1 is applied to the brake device 9.
When the above clockwise CW torque is applied, the brake device 9 rotates in the CW force direction, turning SWA off and SWB on. Conversely, when a torque equal to or greater than the predetermined torque T1 is applied in the counterclockwise direction CCW, the brake device 9 rotates in the CCW direction, turning on SWA and turning off SWB. In the example shown in Figure 4, the brake torque is from the zero point to T2 and from the zero point to Tl.
up to T 1- in the range below the predetermined brake torque
The period between T2 is the dead zone. In this case, there is a point O in the dead zone where the torque from the car and the counterweight is balanced.
is set.

In this way, the reference position for brake release during elevator start compensation becomes the zero point position. Therefore, since the brake is released at the time of starting the elevator with the brake torque being almost zero, the starting shock can be most alleviated. When the brake device 9 is set to the zero point by the elevator start compensation operation, a dead zone is set around the zero point in order to prevent this set from changing unnecessarily due to vibrations of the elevator corner.

Next, the case shown in FIG. 5 will be explained.

As shown in FIG. 5(A), in this case, the neutral point (reference point) P for brake release is shifted from the zero point (0 point) by an angle of θ. In this way, when the brake device 9 is set to point P in the elevator start compensation operation, the brake is released, but since point P is a position where a certain amount of brake torque is applied, there will be some start shock when the elevator starts. However, there is no problem as long as the brake torque at the reference point P is within the allowable starting shock range.

In this case, T2' and T
The range of s' is set as a dead zone. When a brake torque of T2' or more acts on the brake device 9 in the CW force direction, a rotational displacement occurs in the brake device 9 in the CW force direction, and conversely, a brake torque of T2' or more acts in the CW force direction.
When acting in this direction, a rotational displacement occurs in the brake device 9 in the CCW direction.

The width of such a dead zone is determined by the width of the elastic body 1 of the vibration prevention mechanism 13.
In addition to the size of 6, the notch 14. It can also be set by changing the shape of the contactor 15.

Next, regarding the elevator start compensation operation of this embodiment, the first
This will be explained with reference to FIG. 6 and FIG. 6 (FIG. 6 shows a time chart during start-up compensation).

In FIG. 1, when the car 1 and the counterweight 2 are in equilibrium, the protruding member 12 is connected to the switch SWA.
and SWB at the midpoint (reference point).

At this time, switch SWA.

Both SWBs are off.

Now, when the elevator is stopped (when the brake device 9 is operating), if the first car 1 is heavier than the counterweight 2, the brake device 9 overcomes the force of the spring 16 of the anti-swing device 13 and moves counterclockwise CCW. Rotationally displaced, the protruding member 12 contacts the switch SWA, turning on SWA and turning off SWB [FIG. 6 (■)].

When the SWA is turned on, the control device 8 determines that the brake device 9 is rotationally displaced in the counterclockwise direction. When an elevator start command is issued in this state [Fig. 6 (V)
], start compensation is started, and while the brake device 9 remains in operation, the control device 8 sends a torque command in the clockwise direction CW that sequentially increases from zero torque to the electric motor 7 to control the generated torque of the electric motor 7. [Figure 6 (It)]. When the torque of the electric motor 7 increases sequentially in the direction of decreasing the brake torque and the brake torque becomes less than a predetermined value, the brake device 9 and eventually the protruding member 12 are returned to the original reference point, and the switches SWA and SWB are turned off. . The control device 8 releases the brake operation of the brake device 9 when the switches SWA and SWB are turned off, or
After B is turned off, a command is issued to the electric motor 7 to maintain the electric motor torque, and the brake operation of the brake device 9 is released (FIG. 6 (■)).

In this way, when the elevator is started, the starting shock caused by the brake torque is almost zero or sufficiently reduced, and the elevator starts running [Figure 6 (1),
(VI) ].

Therefore, in this embodiment, when starting the elevator (before the brake group @9 is deactivated), the generated torque of the brake torque is controlled so that the brake torque and the motor torque are in equilibrium (including a state close to equilibrium). However, in this equilibrium state, Fig. 6 (In) and (I
As shown in I), even if the car 1 vibrates and the brake torque fluctuates, the vibration prevention device 13 has been set in advance so that the brake group @9 becomes a dead zone in response to the brake torque in this case. , the brake group @9 maintains its current position without rotational displacement.

Therefore, even if the brake torque fluctuates due to vibrations of the car 1, the position of the brake device 9 and, by extension, the protruding member 12 will not fluctuate (swing). As a result, switch SW
A. SWB malfunctions and motor malfunctions can be eliminated, and smooth startup compensation can be performed. As described above, according to this embodiment, by setting a brake torque dead zone with the swing prevention device 13, accurate and stable brake torque can be detected, and the elevator starting compensation performance can be improved.

Note that although the starting compensation operation described above has been exemplified as the starting compensation operation when the car 1 is heavier than the counterweight 2, the same starting compensation is performed in the reverse case as well.

In this case, since the counterweight 2 is heavier than the balance weight 1, the brake torque (rotational displacement of the brake device 9)
is clockwise (CW), and the motor torque is controlled to occur in a counterclockwise direction (CCW).

Further, in this embodiment, a pair of switches SWA.

SWBs are arranged on the left and right positions of the protrusion 12 to capture the operation and direction of the rotational displacement of the brake device 9, and sequentially control the generated torque of the electric motor to perform starting compensation. Starting compensation may be performed by quantitatively determining the displacement and applying starting compensation torque (motor-generated torque) commensurate with the displacement to the brake device from the beginning.

FIG. 7 shows a second embodiment of the present invention, in which the structure and installation of the brake device 9 are the same as those in the first embodiment. The point is that magnetic force is used instead of a spring.

That is, a magnetic material is used as the protruding member 12 of the brake device 9, and a magnet 27 having magnetic poles N and S is placed on the platform 19, facing the protruding member 12. With such a configuration, a magnetic force is generated between the protruding member 12 and the magnet 27, and if the magnitude of this magnetic force is made larger than the variation in brake torque caused by vibration of the riding corner, , even if there is this brake torque variation, the brake group e9 is changed (
A dead zone can be set to prevent vibration. Here, magnet 27
constitutes the anti-swing device 13'.

Therefore, this embodiment also has the dead zone characteristic shown in FIG. 4 or 5, making it possible to rotate the brake device when the brake torque reaches a fixed position.1. The performance of starting compensation torque can be improved. Furthermore,
The structure that provides a dead zone for the rotational displacement of the brake device 9 is non-contact, which has the advantage of eliminating wear on structural components and simplifying the structure.

FIG. 8 shows a third embodiment of the present invention. This embodiment differs from the first embodiment in that the displacement detection means of the brake device 9 is turned off at the neutral position, clockwise (CW), and counterclockwise. (
A toggle switch 28 that is turned on by displacement in the CCV) direction is provided on the base 19 side, and a pair of protruding members 29 for operating the switch 28 are provided facing each other on the brake device 9 side. The dead zone setting method is the same as in the first embodiment.

This embodiment has the advantage that only one switch 27 is required and the cost is low.

FIG. 9 and FIG. 10 show a fourth embodiment of the present invention. In this embodiment, as a displacement detection means of the brake device 9,
A pressure-sensitive element 30.31 (for example, pressure-sensitive conductive rubber, etc.) whose electrical output changes depending on contact pressure is used, and this pressure-sensitive element 30.31 is provided on the stopper 17. The operation is similar to the first embodiment. In contrast to the first to third embodiments in which the displacement detection means is externally attached, this embodiment has the advantage that the structure is simple because the displacement detection means is provided in the stopper 17 and the inner material is a structure. .

〔Effect of the invention〕

As described above, according to the present invention, even if the car vibrates during elevator startup compensation and the brake torque fluctuates, the rotational fluctuation of the brake equipment is suppressed by setting a dead zone of rotational displacement relative to the torque in the brake equipment. can be prevented and, as a result,
It is possible to perform stable brake torque detection and perform good elevator start compensation.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram of an elevator showing a first embodiment of the present invention, Fig. 2 is a front view showing main parts of the first embodiment, and Fig. 3 is a partial cutaway showing main parts of the first embodiment. A cross-sectional side view, FIGS. 4 and 5 are explanatory diagrams showing the operational relationship between brake torque, rotational displacement, and displacement detection means in the first embodiment, and FIG. 6 is an operation chart showing the elevator operating state in the first embodiment. , FIG. 7 is a front view of main parts showing a second embodiment of the invention, FIG. 8 is a configuration diagram showing a third embodiment of the invention, and FIG. 9 is a part showing a fourth embodiment of the invention. The abbreviated configuration diagram, FIG. 10, is a partial front view of the fourth embodiment. DESCRIPTION OF SYMBOLS 1... Car, 2... Counterweight, 3... Rope, 4... Hoisting machine, 5... Sheave, 7... Electric motor, 8... Torque control means, 9...・Brake device,
11...Displacement detection means, 12...Protrusion, 13.13
'...Dead band setting means (swing prevention device), 14...
Notch, 15... Contact, 16... Elastic body, 17...
・Stopper, 19... Base, 27... Magnet, 28.
...Toggle switch, 30.31...Displacement detection means (
pressure sensitive element), SWA, SWB...switch. Figure 1 Figure 2 - Figure r/---1, (CCW) (CCFI) Yen-
Steaming δ Rice height □ Time (a) Diarrhea 40 CCW4- T10T2--CW 7 and one arrow to 1 and 7 High day CCW4- --CW Bushi-Ntorf Figure 1 z'+-, ra, b

Claims (1)

[Scope of Claims] 1. A hoist driven by an electric motor, a car and a counterweight suspended from a sheave of the hoist via a rope, and a combination of the car and the counterweight. In an elevator equipped with a brake device that holds an unbalanced torque stationary, the brake device is installed so that when a brake torque based on the unbalanced torque is generated in the brake device, the brake device is rotationally displaced in the direction of the torque, comprising a displacement detection means for detecting rotational displacement and its direction, and a torque control means for controlling the generated torque of the electric torque in a direction to reduce the brake torque while operating the brake device when starting the elevator, and An elevator starting compensation device characterized in that a dead zone is set in the brake device so that no rotational displacement occurs in the brake device unless the brake torque applied to the brake device exceeds a predetermined torque. 2. An elevator starting compensation device according to claim 1, wherein a point is set in a dead zone of rotational displacement relative to the brake torque at which the torques caused by the car and the counterweight are balanced. 3. In the first or second claim, the brake device is rotatably supported by a base, and a notch for engagement is formed in a part of the brake device, and the brake device and the base are connected. An elevator starting compensator comprising an elastic body interposed between the base and the base, one end of which presses the notch through a contact, and the dead zone is set by the force of the elastic body. 4. In the first or second claim, the brake device is rotatably supported by a base, and means for applying a magnetic force is provided between the brake device and the base, and the magnetic force is An elevator starting compensation device which sets the dead zone as described above. 5. In any one of claims 1 to 4, the displacement detection means of the brake device is an elevator comprising a switch that is turned off at a neutral point and turned on when the displacement is clockwise and counterclockwise. Starting compensation device. 6. In any one of claims 1 to 4, the displacement detection means of the brake device is a pressure-sensitive element that is turned off at a neutral point and turned on in response to clockwise and counterclockwise displacements. An elevator starting compensating device comprising: a pressure sensing element disposed in a stopper for regulating rotation of the brake device; 7. An elevator starting compensation device according to any one of claims 1 to 4, wherein the displacement detection means for the brake device is a mechanism for quantitatively detecting rotational displacement of the brake device. .