JPH03243576A - Brake device of elevator - Google Patents

Abstract

PURPOSE:To prevent an unpleasant feeling of passangers by operating the second brake means after a specific time passes from the time when the first brake means is operated, when a sudden stop instruction or a manual stop instruction is generated, and when the load in a cage is made heavier in the upward movement or the load in the cage is made lighter in the downward movement. CONSTITUTION:When a sudden stop instruction is generated in an abnomal time in an automatic operation, or when a manual stop instruction is generated in a manual operation in a maintenance work and the like, the second electromagnetic brake 22 is operated after a specific time passes from the time when the first electromagnetic brake 21 is operated by an electric circuit, when the load of an electric motor 1 is a heavy load. As a result, the motor 1 first is braked by the brake 21, and after the speed of the cage 4 is reduced in a low deceleration, the motor 1 is braked strongly by the first and the second brakes 21 and 22, and the cage 4 is maintained still solidly to a stopping position. Consequently, passangers or maintenance workers never have an unpleasant feeling from a sudden stop or a deceleration in a manual stop, and an accident of a fall of an old man and the like can be prevented.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an elevator brake device,
In particular, the present invention relates to a brake device for an elevator having a double brake structure.

[Prior Art] As a conventional brake device for this type of elevator, there is a technique disclosed in Japanese Patent Application Laid-Open No. 130875/1983.

FIG. 4 is an explanatory diagram of the configuration of a conventional elevator brake device, and FIG. 5 is an electric circuit diagram for controlling the brake device of FIG. 4. In Fig. 4, (1) is the electric motor for driving the car, (2) is the driving sheave of the hoist driven by the electric motor < 1 through the shaft (IO), and (3) is the driving sheave ( 2) is the main rope wrapped around the main rope, (4) is the cage connected to one end of the main rope (3), (5) is the counterweight connected to the other end of the main rope (3), and (6) is the cage connected to the other end of the main rope (3). This is a brake wheel fixed to the shaft (10) of an electric motor (1).

(7) is an electromagnetic brake, and as is well known, the brake shoe (8) applies a frictional force to the brake wheel (6).
, a spring (shown in the figure) that urges the brake shoe (8) toward the brake wheel (6), and a brake coil (9) that drives the brake shoe (8). When the brake coil (9) is deenergized, the electromagnetic brake (7) causes the brake shoe (8) to move against the brake wheel (6) by the force of the spring.
It is configured such that when the brake coil (9) is energized, the brake shoe (8) separates from the brake wheel (6) and releases the braking force.

In Fig. 5, (11) is the normally open contact of the ascending magnetic contactor (path shown) that closes when the car (4) is in upward operation, and (12) is the normally open contact when the car (4) is in downward operation. Normally open contact (+) of the descending magnetic contactor (path shown) to be closed, (
-) is a DC power supply.

Next, the operation of the conventional elevator brake system configured as described above will be explained. When the car (4) stops,
The brake coil (9) of the electromagnetic brake (7) is deenergized, and the brake car (6) is stopped by the brake shoe (8).
A predetermined frictional braking force is applied to the electric motor (1) via the motor (1). In this state, when a call occurs and an ascending operation command is issued, the normally open contact (11) of the ascending magnetic contactor is first closed, thereby energizing the brake coil (9) and Braking force is released. Next, the electric motor (1) is driven, and the car (4) ascends to the floor where it is scheduled to stop. In recent elevators, this electric motor (1
) is electrically controlled until the car (4) decelerates and stops landing.

When the car (4) lands on the scheduled stop floor, the power supply to the electric motor (1) is cut off, and the normally open contact (11) of the ascending magnetic contactor is opened. Therefore, the brake coil (9) is deenergized and the electric motor (1) is braked.

In the case of descending operation, the normally open contact (12
), the electromagnetic brake (7) operates in the same manner as during upward operation to brake the electric motor (1).

In this way, the car (4) is raised or lowered in response to the occurrence of a call.

By the way, if some abnormality occurs while the car (4) is rising at full speed by automatic operation, the electric motor (1)
At the same time as the power supply to is cut off, the rising electromagnetic contactor is deenergized and its normally open contact (11) is opened. Therefore, the brake coil (9) is deenergized and braking force is applied to the electric motor (1), and the car (4) is determined by the load in the car (4) and the braking force of the electromagnetic brake (7). Stops due to deceleration (hereinafter referred to as "sudden stop").

On the other hand, when the lift call button (indicated path) is pressed during manual operation such as maintenance operation, power is supplied to the electric motor (1), the lift electromagnetic contactor is energized, and the brake coil (9) is activated.
is energized, thereby releasing the braking force acting on the electric motor (1) and causing the car (4) to rise at a low speed. Then, when you release the lift call button at any position, the electric motor (1
), the electromagnetic contactor for lifting is deenergized, the brake coil (9) is deenergized, and the braking force of the electromagnetic brake (7) causes the car (4) to stop suddenly. (hereinafter referred to as "manual stop").

As described above, conventionally, elevator passengers have occasionally experienced a "sudden stop" in the event of an abnormality, and maintenance workers have experienced a "manual stop" each time they perform maintenance operations.

[Problem to be solved by the invention] Incidentally, recent elevators have, for example, made the car floor a honeycomb structure to reduce the weight of the car (4), or adopted disc brakes instead of drum brakes. Alternatively, improvements such as downsizing or eliminating the flywheel have been made to improve braking performance and save power, and the moment of inertia of elevators has tended to decrease significantly.

However, even if the weight of the car (4) is reduced to some extent, the braking force of the electromagnetic brake (7) cannot be reduced as long as its loading capacity remains the same.Normally, the braking force of the electromagnetic brake (7) is , Considering the margin, the normal loading capacity is 170
It is set so that the car (4) can be held stationary even when a load of about 50% is applied. Therefore, when the moment of inertia of the entire elevator decreases, the deceleration during "sudden stop" or "manual stop" increases accordingly. This deceleration changes depending on the load on the motor, that is, the load inside the car (4) and the driving direction. The load on the motor is heavy, for example, when the car (4) has a heavy load and the weight on the car side is heavier than the counterweight (5), or when the car (4) has a light load and the weight on the car side is higher. During descending operation when the weight is lighter than the counterweight (5), the car (4)
) and the counterweight (5) act in a direction that increases the deceleration, so the deceleration becomes particularly large during a "sudden stop" or "manual stop."

However, if the deceleration increases, the sudden deceleration during a "sudden stop" or "manual stop" may cause discomfort to passengers or maintenance workers in the car (4), or may cause discomfort to elderly people with physical disabilities. There were problems such as falling.

The present invention was made in order to solve the above-mentioned problems, and provides an elevator brake system that can prevent passengers from feeling uncomfortable and causing unexpected accidents due to deceleration during "sudden stop" or "manual stop". The purpose is to obtain.

[Means for Solving the Problems] An elevator braking device according to the present invention includes first braking means and second braking means for braking a car driving electric motor with a predetermined braking force, and detecting a live load inside the car. means for commanding the driving direction of the car; and a first braking means when the car is under a heavy load during upward operation or when the load within the car is light during downward operation when a sudden stop command or manual stop command is generated. The second brake means is operated after a predetermined period of time has elapsed, and when the load inside the car is heavy during upward operation, the first brake means is immediately and simultaneously activated. and control means for operating the second brake means.

[Function] The elevator braking device according to the present invention reduces the load on the electric motor by the control means when a sudden stop command occurs during an abnormality during automatic operation or when a manual stop command occurs during manual operation such as during maintenance work. When the load is heavy, the first brake means is activated, and then the second brake means is activated after a predetermined period of time has elapsed. Therefore, when a sudden stop command or manual stop command is generated when the motor is under a heavy load, the motor is first braked by the first braking means, the car is decelerated at a low deceleration and stopped, and then the motor is stopped. braking is performed by the second braking means with a stronger braking force than the first braking means;
The car is strongly held stationary in the stopped position.

In addition, when a sudden stop command or manual stop command is generated when the load on the motor is light, the motor simultaneously operates with the first stop command. The car is immediately braked by the second braking means to safely decelerate and stop the car within a predetermined distance.

[Embodiment] FIG. 1 is a configuration explanatory diagram showing an elevator brake device according to an embodiment of the present invention, and FIG. 2 is an electric circuit diagram showing a control means for controlling the brake device of FIG. 1. In FIG. 1, the same reference numerals as in the conventional example indicate the same components as in the conventional example, and (1) is the electric motor for driving the car;
2) is the drive sheave of the hoist, (3) is the main rope, (4) is the cage, (5) is the counterweight, and (6) is the brake wheel.

The elevator brake system of this embodiment has a double brake structure including a first electromagnetic brake (21) and a second electromagnetic brake (22). First electromagnetic brake (21)
consists of a brake shoe (23) that applies a frictional force to the brake wheel (6), a spring (the path shown) that biases the brake shoe (23) toward the brake wheel (6), and a brake shoe (23). It is equipped with a brake coil (24) to be driven. This first electromagnetic brake (21) is
When the brake coil (24) is deenergized, the brake shoe (
23) presses against the brake wheel (6) with spring force to apply braking force, and when the brake coil (24) is energized, the brake shoe (23) separates from the brake wheel (6) to release the braking force. It is configured as follows. Preferably, the braking force of the first electromagnetic brake (21) is 120% of the normal live load.
It is set so that the car (4) can be held stationary with a force of about 10%. With this level of braking force, the car (
4) Passengers inside will not feel uncomfortable.

The second electromagnetic brake (22 is the first electromagnetic brake (21)
Similarly, brake shoes (25), springs (path shown),
and a brake coil (2B), and is configured to brake the brake vehicle (6) together with the first electromagnetic brake (21) when the brake coil (26) is deenergized. Preferably, the braking force of the second electromagnetic brake (22) is
It is set so that the car (4) can be held stationary with a force of about 170% of the normal loaded load by adding the braking force of the first electromagnetic brake (21).

In Figure 2, (28) is the first electromagnetic brake (21)
It shows the entire electric circuit as a control means for controlling the second electromagnetic brake (22). (29) is a safety circuit that closes when safety is confirmed and opens when the car (4) stops, (30> is a safety confirmation relay (30a) is a normally open contact of the safety confirmation relay (30), (31) The basket (
4) a rising electromagnetic contactor that closes when the rising operation occurs;
(31a) is the normally open contact of the rising magnetic contactor (31), (
32) A descending electromagnetic contactor that closes when the car (4) moves downward, (32a) is a descending electromagnetic contactor (32)
It is a normally open contact.

(33) is a timed relay (33a) is a timed relay (33
) is energized, it closes immediately, and the timed relay (3
3) is a contact that opens after a predetermined time (for example, 2 seconds) when it is deenergized. (24) is the brake coil of the first electromagnetic brake (21), (2B) is the second electromagnetic brake (22)
brake coil.

(36) is a switching switch that is closed during automatic operation and opened during manual operation, (37) is an automatic operation relay (37a) to (37c) is an automatic operation relay (37)
The normally open contact (37d) is the normally closed contact of the automatic operation relay (37). (38) is a rising direction determining circuit that closes when the driving direction is determined to be in the ascending direction, (39) is a descending direction determining circuit that is closed when the driving direction force (downward direction is determined), and (40) is a rising direction determining circuit. Directional relay (40a), (4(
lb) and (40e) are normally open contacts of the ascending direction relay (40), (41) are the descending direction relays (41a), (
41b) and (41c) l, descending direction relay (41)
It is a normally open contact. (50) is a load detection device that detects the load inside the car and closes when the weight on the car side is heavier than the weight of the counterweight, and opens when the weight on the car side is lighter than the counterweight; (51) is a load detection relay ( 51a) is a normally open contact of the load detection relay (51), (51b) is a normally closed contact of the load detection device (50), and (52) is a load detection relay, which indicates that the load on the motor during operation is heavy, that is, It is energized in the case of upward operation with a heavy car load or downward operation with a light car load, and is deenergized in the opposite case. (52a)
is a normally open contact of the load detection relay (52). (42)
(43) is a call button for raising which is operated when ascending by manual operation, and a call button (43) for descending which is operated when descending by manual operation.

Reference numeral (54) is a motor current detection device which energizes a relay (55) when the current of the motor (1) is detected to be above a predetermined value, that is, when the current is under heavy load. (52b) is the normally open contact of the relay (52), (52c) is also the normally closed contact, (55a) is the normally open contact of the relay (55), (55b) is also the normally closed contact, (56a) is the start command The normally closed contact (58a) of the relay (as shown) is energized after a predetermined period of time after the car (4) is running at the rated speed, and is deenergized at the same time as the deceleration command is issued. This is a contact for energizing the relay (57), which is a normally open contact of the relay (as shown) that is energized only for a predetermined time after the power is turned on, and remains deenergized thereafter. (59) is a warning display device. . Note that (+) and (-) are DC power supplies.

Next, the operation of the elevator brake system of this embodiment configured as described above will be explained. Now, press the changeover switch (
36) is closed and in automatic operation, and car (4) is waiting on the first floor. At this time, the automatic operation relay (37) is energized and its normally open contacts (17a) to (37
c) is closed, and the normally closed contact (37d) is open. In addition, if the safety conditions have been confirmed, the safety circuit (
29) is closed, the safety confirmation relay (30) is energized and its normally open contact (30a) is closed.

In this state, for example, when a call for the upward direction occurs on the third floor, the upward direction determination circuit (38) is closed, the upward direction relay (40) is energized, and its normally open contacts (40a) and (40b) are energized. ) is closed. For this reason, in Figure 2 (
+) → (30a) → (40a) → (37a) → (31)
The circuit consisting of - (-) is used for the rising magnetic contactor (3
1) is energized, its normally open contact (31a) is closed, and power is supplied to the electric motor (1).

Therefore, the brake coil (24) of the first electromagnetic brake (21) is energized, thereby releasing the braking force exerted by the brake shoe (23) of the first electromagnetic brake (21). At the same time, the brake coil (26) of the second electromagnetic brake (22) is connected via the diode (53).
) is energized, thereby releasing the braking force by the brake (25) of the second electromagnetic brake (21).

Therefore, the electric motor (1) rotates and the car (4) ascends toward the third floor.

When the motor (1) is under heavy load and the load inside the car (4) is heavy during upward operation, the contact (52a) is closed and the time relay (33) is energized, so the following occurs. The second electromagnetic brake (22) is operated after a predetermined time after the first electromagnetic brake (21") fJ<22) is activated. When the load on the electric motor (1) is light, the contact (
52a) remains open, timed relay (33
) remains deenergized, and at the same time the contact (31a) is opened, the first . Second electromagnetic brake (21).

22) is activated.

That is, when the car (4) lands on the third floor, the safety circuit (29
) is opened, the safety confirmation relay (30) is deenergized and its normally open contact (30a) is opened, and thereby the ascending magnetic contactor (31) is deenergized and its normally open contact (31a) is opened.
) is opened, and the power supply to the electric motor (1) is cut off. Therefore, the brake coil (24) of the first electromagnetic brake (21) is deenergized, and the braking force by the brake shoe (25) of the first electromagnetic brake (21) is applied to the electric motor (1). In this case, the first electromagnetic brake (
Since the braking force of 21) is normally set to a value of 120% of the live load, the car (4) can be reliably held stationary on the landing floor after being decelerated at a relatively low deceleration rate.

At this time, the time relay (33) is de-energized at the same time as the ascending electromagnetic contactor (31) is de-energized, and after a predetermined period of time (for example, 2 seconds) has elapsed, the time-limited relay (33) is de-energized.
The contact (33a) is opened, and the second electromagnetic brake (22
) is deenergized. As a result, the electric motor (1) is given the braking force of the second electromagnetic brake (22) in addition to the braking force of the first electromagnetic brake (21), so that the car (4) can be loaded at 170% of the normal load. The braking force allows it to remain firmly stationary on the landing floor.

Furthermore, if some abnormality occurs in the car (1) while the car (4) is ascending at full speed and the safety circuit (29) is opened and a sudden stop command is issued, the safety confirmation relay (30) is deenergized and the The normally open contact (30a) is opened. Furthermore, the deceleration of the electric motor (1) when the load is heavy can be reduced, and even when the load is light, the motor can be decelerated to a stop within a predetermined distance.

As a result, the ascending electromagnetic contactor (31) is deenergized,
The normally open contact (31a) is opened and power supply to the electric motor (1) is cut off. By opening the normally open contact (31a), the brake coil (
24) is deenergized, and a braking force of 120% of the normal load is applied to the electric motor (1) by the first electromagnetic brake (21). Therefore, the car (4) is decelerated to a lower deceleration than before and stops. Further, when a predetermined period of time (for example, 2 seconds) has elapsed since the time relay (33) was deenergized,
The contact (33a) is opened and the second electromagnetic brake (2
2) brake coil (26) is deenergized. Therefore, the electric motor (1) has 170% of the normal load due to the first electromagnetic brake (21) and the second electromagnetic brake (22).
A braking force is applied, and the car (4) is firmly held stationary at the above-mentioned stop position.

On the other hand, when the changeover switch (36) is opened by a maintenance worker or the like, the automatic operation relay (37) is deenergized, its normally open contacts (37a) to (37c) are opened, and its normally closed contact (37d ) is closed and a low speed manual operation state is set.

In this state, if the ascending call button (42) is pressed,
(+) −(37d) −(42) −(4
0) - (-) energizes the upward relay (40) and closes its normally open contacts (40a) and (40b). This gives (+) −(3
0a) -(40a)-(40b)-(31)→(-)
The circuit energizes the rising electromagnetic contactor (31) to close its normally open contact (31a), and the electric motor (1
). Therefore, as in the automatic operation described above, the brake coil (2) of the first electromagnetic brake (21)
4) is energized, the time relay (33) is energized and the brake coil (2) of the second electromagnetic brake (22) is energized.
6) is energized, the braking forces of the first electromagnetic brake (21) and the second electromagnetic brake (22) are both released, the electric motor (1) rotates, and the car (4) rises at a low speed. Furthermore, when the load on the electric motor (1) is heavy, the deceleration can be reduced, and even when the load is light, the motor can be stopped immediately.

When the lift call button (42) is operated or released while the car (4) is running and a manual stop command is generated, the lift direction relay (40) is deenergized and its normally open contacts (40a) and (
40b) is opened, the rising magnetic contactor (31> is deenergized, and its normally open contact (31a) is opened.
Similar to the above-described abnormality during automatic operation, the power supply to the electric motor (1) is cut off, the first electromagnetic brake (21) is activated,
The electric motor (1) is braked with a braking force of about 120% of the normal loaded load, and the car (4) is decelerated to a low deceleration and then stopped. Then, after the ascending electromagnetic contactor (31) is deenergized,
For example, when 2 seconds have elapsed, the second electromagnetic brake (22) is activated, and about 17% of the normal load due to the electric motor (1) or the first electromagnetic brake (21) and the second electromagnetic brake (22) is activated.
The car is braked with a braking force of 0%, and the car (4) is firmly held stationary at the stop position.

Also, even under heavy load when the contact (55a) of the relay (55) opens, the contact (52b) of the relay (52) may not close, or the contact (55b) of the relay (55) may close. Contact (52c) of relay (52)
) is not closed, the relay (57) closes the car (4
) is deenergized while running at the rated speed, that is, when the contact (56a) is open, and the deenergized state is maintained until a start command is issued again. Therefore, the contact (57b) becomes open and the relay (33) remains deenergized, so the first and second electromagnetic brakes (21) and (22) always operate simultaneously. In addition, as described above, when the relay (57) is in the de-energized state, the contact (5
7c) is closed, the warning display device (59) lights up to display a warning for maintenance factors, etc.

In addition, in the above embodiment, the operation of the elevator brake device was explained for the upward operation, but the same explanation can be applied to the downward operation.

In this way, the elevator brake system of this embodiment is
The electric motor (1) for driving the car is approximately 120% of the normal load.
a first electromagnetic brake (21) that brakes the electric motor (1) with a braking force of about 170% of the normal loaded load;
22) When a sudden stop command or manual stop command is generated, if the load on the motor (1) is heavy, the first electromagnetic brake (21) is operated, and then the second electromagnetic brake is activated after a predetermined time has elapsed. (22) is operated, and when the load on the electric motor (1) is light, the first and second electromagnetic brakes (21),
(22) and an electric circuit (28) that operates simultaneously. In addition, in this embodiment, the first braking means is activated by the first electromagnetic brake (21), and
The first electromagnetic brake (21) and the second electromagnetic brake (22
), the second braking means is connected to the electric circuit (28
) respectively constitute the control means.

Therefore, in the elevator brake system of this embodiment, when a sudden stop command is generated in the event of an abnormality during automatic operation, or when a manual stop command is generated during manual operation such as during maintenance work, the electric circuit (28) Therefore, when the load on the electric motor (1) is heavy, the first electromagnetic brake (21) operates, and then the second electromagnetic brake (22) operates after a predetermined period of time.
) works. Therefore, when a sudden stop command or manual stop command is issued, the electric motor (1) is first braked by the first electromagnetic brake (21), the car (4) is decelerated at a low deceleration and stopped, and then, The electric motor (1) is strongly braked by the first electromagnetic brake (21) and the second electromagnetic brake (22), and the car (4) is firmly held stationary at the stop position.

Therefore, unlike in the past, there is no risk of passengers or maintenance workers feeling uncomfortable due to deceleration during a "sudden stop" or "manual stop," and it also prevents unexpected accidents such as falls of elderly people. I can do it. In addition, when the car is stopped, sufficient braking force is applied to the car (4
) can be firmly held still.

In addition, during normal automatic operation, the first electromagnetic brake (21) operates after the car (4) stops at the landing floor, and then, after a predetermined period of time, the second electromagnetic brake (22) operates.
Since the car (4) operates, there is no risk of giving a shock to passengers when the car stops, and the ability to hold the car (4) still is sufficient.

FIG. 3 is an electrical circuit diagram showing another embodiment of the control means for controlling the brake device of FIG. 1. In the figure, the same reference numerals as those in the embodiment of FIG. 2 indicate the same constituent parts, and the explanation thereof will be omitted.

In the figure, (44) is a DC power supply (+) (=
) power supply detection relay (44a) that is deenergized when the
is a normally open contact of the power detection relay (44), (44b) is a normally closed contact of the power detection relay (44), and (45) is a battery.

Normally, when the DC power supplies (+) and (-) are turned on, the power supply detection relay (44) is energized, its normally open contact (44a) is closed, and its normally closed contact (44b) is energized.
Or is it open? Therefore, in this state, the electric circuit (28) serving as the control means controls the brake device of the elevator in the same manner as in the second embodiment.

On the other hand, if the DC power supply (+), (-) is lost due to a power outage, etc., the brake coil (
24) is deenergized, and the electric motor (1) is activated to the first electromagnetic brake (
21), the car (4) decelerates at a low deceleration and stops. In addition, the power detection relay (
44) is deenergized, its normally open contact (44a) is opened, and its normally closed contact (44b) is closed. Further, due to power loss, the time relay (33) is deenergized, and its contacts (33a) are opened after a predetermined period of time (for example, 2 seconds).

However, since the contact (33a) is closed during this predetermined time, even if the normally open contact (44a) is open, (45) - (44b) - (33a) - in FIG.
The brake coil (26) of the second electromagnetic brake (22) continues to be energized by the circuit (2B>), and the electric motor (1) is not braked by this second electromagnetic brake (22). , the contact (33a) is opened, the brake coil (26) is deenergized, and the electric motor (1)
is the first electromagnetic brake (21) and the second electromagnetic brake (2
2), the car (4) is strongly braked and held stationary at the stop position. Further, when the load on the motor (1) is light, the contact (33a) remains open, so the operation is the same as in the embodiment of FIG. 2.

As described above, according to this embodiment, the first electromagnetic brake (21) and the second electromagnetic brake (
22) is avoided. Therefore, in addition to the effects of the embodiment shown in FIG. 2, it is possible to prevent passengers from feeling uncomfortable or from unforeseen accidents such as an elderly person's fall even in the event of a loss of power such as a power outage.

In each of the above embodiments, the predetermined time from when the first electromagnetic brake (21) operates to when the second electromagnetic brake (22) operates is set by the time relay (33). The invention is not limited to this, and a speed detector that detects the rotational speed of the electric motor (1) is provided, and when this speed detector detects that the electric motor (1) has stopped, the second electromagnetic brake (22) operates. It may be configured as follows.

Furthermore, in the above embodiment, the second braking means includes the first electromagnetic brake (21) and the second electromagnetic brake (22), and exerts a stronger braking force than when only the first electromagnetic brake (21) is used. However, the present invention is not limited to this, and the second braking means can also be constituted by an electromagnetic brake that can exert a stronger braking force than the first braking means by itself. It is. However, as in the above embodiment, the second brake means
When configured with an electromagnetic brake (21) and a second electromagnetic brake (22), the electric motor (1
) can be strongly braked, which has the effect that the entire brake system can be made smaller compared to the case where braking is performed alone.

[Effects of the Invention As described above, the elevator brake device of the present invention has the following effects:
A first braking means for braking the electric motor for driving the car with a predetermined braking force, a second braking means for braking the electric motor with a predetermined braking force stronger than the braking force of the first braking means, and a sudden stop command or manual When a stop command is issued, if the motor load is heavy, the first brake means is operated, and then
The second brake means is operated after a predetermined time has elapsed, and when the motor load is light, the first brake means is operated. Since the second brake means is configured to operate at the same time, when a sudden stop command or a manual stop command is generated, if the motor load is heavy, the motor is first braked by the first brake means, and the car is braked at a low speed. After the car is decelerated and stopped, the electric motor is then braked by the second brake means with a stronger braking force than the first brake means, so that the car is firmly held stationary at the stopped position. Therefore, the car can be held securely even when it is overloaded when it is stationary, and even when the load on the motor is light, it can be decelerated to a stop within a predetermined distance during a "sudden stop" or "manual stop". This eliminates the risk of causing discomfort to passengers and maintenance workers due to deceleration during "sudden stop" or "manual stop" when the load is heavy, and also prevents unexpected accidents such as falls of elderly people. effective.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram of the configuration of an embodiment of the present invention, Fig. 2 is an electric circuit diagram showing means for controlling the brake device shown in Fig. 1, and Fig. 3 is an electric circuit diagram showing another embodiment of the invention. , FIG. 4 is an explanatory diagram of the configuration of a conventional elevator brake device, and FIG. 5 is an electric circuit diagram for controlling the brake device of FIG. 4. In the figure, (1) is the electric motor, (4) is the cage, and (21)
is the first electromagnetic brake, (22) is the second electromagnetic brake, (
28) is an electric circuit, and (33) is a timed relay. In the drawings, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (1)

[Claims] A first brake means and a second brake means for braking the electric motor for driving the car with a predetermined braking force, a means for detecting the loaded load in the car, a means for commanding the driving direction of the car, and a sudden stop command or manual When a stop command is issued, the first brake means is operated when the load inside the car is heavy during upward operation or the load inside the car is light during downward operation, and after a predetermined period of time has elapsed, the second brake means is operated; A braking device for an elevator, characterized in that it is equipped with a control means for immediately and simultaneously operating the first and second braking means when the load inside the car is light during ascending operation or when the load inside the car is heavy during descending operation. .