JPH033874A - Brake device for elevator - Google Patents

Abstract

PURPOSE:To prevent the slip of a main cable and prevent the discomfortable feeling due to deceleration and an advertent accident by operating the first brake means on sharp stop or when a manual stop instruction is generated and operating the second brake means after a prescribed time. CONSTITUTION:When an emergent stop instruction is generated in anomaly during the automatic operation or a manual stop instruction is generated during the manual operation in maintenance work, the second electromagnetic brake 22 operates after the lapse of a prescribed time after the first electromagnetic brake 21 is operated by a control means. Therefore, on the sharp stop or when a manual stop instruction is generated, an electric motor 1 is drake-applied by the first electromagnetic brake 21, and after a cage 4 is decelerated at a low deceleration speed and stopped, the electric motor 1 is drake-applied with the brake power stronger than the first electromagnetic brake 22, and the cage 4 is stop-held firmly at a stop position. Therefore, the trouble that passengers or maintenance worker is applied with the discomfortable feeling due to deceleration is prevented, and the inadvertent accident such as turning down of an old people can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an elevator brake system, and particularly to an elevator brake system 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 Laid-Open No. 58-1.30875.

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 Figure 4, (1) is the electric motor for driving the car, (2)
is the drive sheave of the hoist driven by the electric motor (1) via the shaft (1,0), (3) is the main rope wound around the drive sheave (2), and (4) is the The cage (5) is connected to one end of the main rope (3), the counterweight (5) is connected to the other end of the main rope (3), and (6) is the shaft (10) of the electric motor (1).
) is a fixed brake car.

(7) is an electromagnetic brake, and as is well known, the brake shoe (6) applies a friction force to the brake wheel (6).
8), and the brake shoe (8) is connected to the brake wheel (6).
) side (not shown) and the brake shoe (8
) and a brake coil (9) that drives the brake coil. The electromagnetic brake (7) includes a brake coil (9).
) when the brake coil (9) is de-energized, the brake shoe (8) is pressed against the brake wheel (6) by the force of the spring, increasing the braking force by 7-J-; when the brake coil (9) is energized, the brake shoe (8)
is configured to move away from the brake vehicle (6) and release the braking force.

In Fig. 5, (11) indicates the normally open contact of the ascending magnetic contactor (not shown), which closes when the cage (4) is in 1-up operation, and (12) indicates that the cage (4) is Normally open contact (+) of the descending magnetic contactor (not shown), which closes during descending operation.
, (-) 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) is stopped, the brake coil (9) of the electromagnetic brake (7) is deenergized and the brake shoe (8) is deenergized.
), a predetermined frictional braking force is applied to the electric motor (1) via the brake wheel (6).

In this state, when a call occurs and a lift operation command is issued,
First, the normally open contact (K1-) of the ascending magnetic contactor is closed, which energizes the brake coil (9).
The braking force is released.

Next, the electric motor (1) is driven, and the car (4) is moved up one level to the floor where it is scheduled to stop. Therefore, in recent elevators, the speed of the electric motor (1) during this upward operation is the same as that of the car (4).
is electrically controlled until it decelerates and stops landing.

When the car (4) lands on the floor where it is scheduled to stop, the power supply to the electric motor (1) is cut off, and the normally open contact (11) of the "1 ascending electromagnetic 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 the 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, car (4) is automatically operated at full speed -1-
If any abnormality occurs while the motor is ascending, the power supply to the motor (1-) is cut off, and at the same time, the electromagnetic contactor for ascending is deenergized and its normally open contact (11) is opened. be done. Therefore, the brake coil (9) is deenergized,
Braking force is applied to the electric motor (1), and the car (4) stops at a deceleration determined by the load in the car (4) and the braking force of the electromagnetic brake (7) (hereinafter referred to as "sudden stop"). )
.

On the other hand, during manual operation such as maintenance operation, the lift call button (
(not shown) is pressed, power is supplied to the electric motor (1), and at the same time, the ascending magnetic contactor is energized and the brake coil (9) is energized, thereby acting on the electric motor (1). The braking force is released and the car (4) is raised at low speed. Then, when the ``second raising call button'' is released at an arbitrary position, the power supply to the electric motor (1) is cut off, and
-1- The ascending magnetic contactor is deenergized and the brake coil (
9) is deenergized, and due to the braking force of the electromagnetic brake (7),
The car (4) is stopped at approximately the same deceleration as in the "sudden stop" (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 set at 17% of the normal load, taking into account the margin.
It is set so that the car (4) can be held stationary even when a load of about 0% is applied. Therefore, as the overall moment of inertia of the elevator decreases, correspondingly,
[Deceleration during sudden stop] or "manual stop" increases. This trend is expected to become even stronger in the future as the weight of the basket (4) is reduced.

However, when the deceleration increases, the traction ability of the main rope (3) by the driving sheave (3) becomes insufficient, resulting in a "sudden stop".
Or, not only is the main rope (3) more likely to slip during a [manual stop], but also the sudden deceleration during a "sudden stop" or "manual stop" may cause passengers or maintenance workers in the car (4) to There is a risk that an elderly person with physical disabilities may feel uncomfortable or fall.

Therefore, an object of the present invention is to provide an elevator brake system that can prevent the main rope from slipping during a "sudden stop" or "manual stop", as well as prevent passenger discomfort and unexpected accidents caused by deceleration. It is about providing.

[Means for Solving the Problems] An elevator braking device according to the present invention includes a first braking means for braking a car driving electric motor with a predetermined braking force, and a first braking means for braking a car driving electric motor with a predetermined braking force, A second brake means that brakes with a strong predetermined braking force, and control that operates the first brake means when a sudden stop command or a manual stop command is generated, and then operates the second brake means after a predetermined time has elapsed. It consists of means.

[Function] In the elevator brake system of the present invention, 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, the control means causes the first After the first brake means operates, the second brake means operates after a predetermined period of time has elapsed. For this reason,
When a sudden stop command or manual stop command is issued, the electric motor is first braked by the first brake means, the car is decelerated at a low deceleration and stopped, and then the electric motor is braked by the second brake means.
The car is braked by the brake means with a stronger braking force than the first brake means, and the car is strongly 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 is possible to prevent unexpected accidents such as falls of elderly people. can. Also, Volume”-
The traction capacity of the machine's drive sheave is also increased, and unexpected accidents caused by slipping of the main rope can be reliably prevented.

[Example] Embodiments of the present invention will be described below based on the drawings.

FIG. 1 is a configuration explanatory diagram showing an elevator brake system according to an embodiment of the present invention, and FIG. 2 is an electric circuit diagram showing a control means for controlling the brake system shown in 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 an electric motor for driving a car;
(2) is the winding machine drive sheave, (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 (2) and a second electromagnetic brake (22). First electromagnetic brake (21)
A brake shoe (23) that applies a frictional force to the brake car (6), a spring (the path shown) that urges the brake shoe (23) toward the brake car (6), and a brake shoe (23) and a brake coil (24) that drives the. 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. is configured to do so. Preferably, the braking force of the first electromagnetic brake (21) is equal to 1 of the normal live load.
It is set so that the car (4) can be held stationary with a force of about 20%. With this level of braking force, passengers in the car (4) will not feel uncomfortable during deceleration.

The second electromagnetic brake (22) is the first electromagnetic brake (21
), brake shoes (25), springs (not shown)
, and a brake coil (26), and when the brake coil (26) is deenergized, the first electromagnetic brake (2
1) and is configured to brake the brake vehicle (6). Preferably, the braking force of the second electromagnetic brake (22) is such that, in addition to the braking force of the first electromagnetic brake (21), the car (4) can be held stationary with a force of about 1-70% of the normal carrying load. It is set.

In FIG. 2, (28) is the first electromagnetic brake (2
1) and a second electromagnetic brake (22). (2) is a safety circuit that closes when safety is confirmed and opens when car (4) stops; (30) is a safety confirmation relay;
a) is the normally open contact of the safety confirmation relay (30), (31)
) closes when the car (4) moves up.
31) is a normally open contact; (32) is a descending electromagnetic contactor that closes when the car (4) is in descending operation; (32a) is a normally open contact of the descending electromagnetic contactor (32).

(33) is a timed relay (33a) is the timed relay (
It is a contact that closes immediately when the time relay (33) is energized, and opens after a predetermined time (for example, 2 seconds) when the time relay (33) is de-energized. (24) is the first electromagnetic brake (
21) is the brake coil, and (26) is the brake coil of the second electromagnetic brake (22).

(36) is a changeover switch that is closed during automatic operation and opened during manual operation, and (37) is an automatic operation relay.
(37a) to (37c) are the automatic driving relays (37
) is the normally open contact, and (37d) is the normally closed contact of the automatic operation relay (37). (38) is a rising direction determining circuit that is closed when the driving direction is determined to be in the ascending direction; (3) is a descending direction determining circuit that is closed when the driving direction is determined to be in the descending direction;
) is the upward direction relay (40a) and (40b) are the normally open contacts of the upward direction relay (40), (41) is the downward direction relay (4], a) and (41, b) are the downward direction relay ( 41) normally open contact, (42) is a 1-promotion call button operated during daytime by manual operation, (43)
is a descending call button that is operated when descending by manual operation. (+).

(-) is a DC power supply.

Next, the operation of the elevator brake system of this embodiment configured as shown in ``-'' will be explained.

Assume that the changeover switch (36) is closed, the car is in automatic operation, and the car (4) is waiting on the first floor. At this time, the automatic operation relay (37) is energized, its normally open contacts (37a) to (37c) are closed, and its normally closed contact (37d) is open. Moreover, if the safety conditions are 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 ascending direction occurs on the third floor, the ascending direction determining circuit (38) is closed, the ascending direction relay (40) is energized, and its normally open contacts (40a) and (40b) are energized. ) is closed.

Therefore, in Figure 2, (+) - (30a) - (40
a) -” (37a) -(3]-) = (-) The 1-up magnetic contactor (31) is energized, and its normally open contact (3], a) is energized. At the same time, the electric motor (1) is supplied with power.

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 (2]). At the same time, the time relay (3B) is energized, its contact (33a) is immediately closed, and the brake coil (26) of the second electromagnetic brake (22) is energized. The braking force exerted by the brake shoe (25) of the second electromagnetic brake (2) is released. Therefore, the electric motor (1) is rotated and the car (4) is raised toward the third floor.

When the car (4) lands on the third floor, the safety circuits (2) are opened, the safety confirmation relay (30) is deenergized, and its normally open contact (30a) is opened. The magnetic contactor (31) is deenergized and its normally open contact (31a)
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 electric motor (1)
A braking force is applied by the brake shoe (25) of the electromagnetic brake (21). 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 -1- ascending magnetic contactor (31) is de-energized, and after a predetermined period of time (for example, 2 seconds) has passed, the time-limited relay (33) is de-energized.
(3B) is opened, and the brake coil (26) of the second electromagnetic brake (22) is deenergized. As a result, the electric motor (1) is equipped with the first electromagnetic brake (21).
In addition to the braking force of
It can be firmly held stationary on the landing floor with 0% braking force.

By the way, if some abnormality occurs 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, opening its normally open contact (30a).

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) of the first electromagnetic brake (21) is deenergized, and the motor (1) receives 1 of the normal load due to the first electromagnetic brake (21). .20% braking force is added. Therefore, the car (4) is decelerated and stopped at a lower deceleration than before. Also, timed relay (3
When a predetermined time (for example, 2 seconds) 5 6 has elapsed since the brake 3) was deenergized, the respective contacts (33a) are opened and the brake coil (26) of the second electromagnetic brake (22) is deenergized. Therefore, a braking force of 170% of the normal load is applied to the electric motor (1-) by the first electromagnetic brake (2) and the second electromagnetic brake (22), and the car (4) is brought to the stop position. It is held firmly still.

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 contacts (37a) to (37c) are opened. 37d) is closed and a low speed manual operation state is set.

In this state, when the ``-promotion call button (42) is pressed, (+)-(37d)-(42)→(40) in Fig. 2 is pressed.
→(-) energizes the -1-up direction l NO (40) and closes its normally open contacts (40a) and (40b). As a result, (+) → (30
a)-” (40a)→(40b)-(31)-(-)
The circuit energizes the 1-up magnetic contactor (3]), closes its normally open contact (31a), and closes the electric motor (
1). Therefore, similarly to the automatic operation described above, the brake coil (
At the same time, the brake coil (24) of the second electromagnetic brake (22) is energized by the time relay (33).
26) is energized, and the first electromagnetic brake (21) and the second electromagnetic brake (21) are energized.
The braking force by the electromagnetic brake (22) is released,
The electric motor (1) is rotated and the car (4) is raised -1- at a low speed.

Then, while the car (4) is running, press the -1-promotion call button (
42) is released and a manual stop command is generated, the ascending relay (40) is deenergized, its normally open contacts (40a) and (40b) are opened, and the ascending electromagnetic The contactor (3], ) is deenergized and its normally open contact (3], a)
will be released. Now, as in the case of abnormality during automatic operation described above, the power supply to the electric motor (1) is cut off, the first electromagnetic brake (21) is activated, and the electric motor (1) is reduced to 120% of the normal load. The car (4) is braked by the power, and the car (4) is decelerated at a low deceleration and then stopped. Then, for example, after 2 seconds have elapsed after the ascending electromagnetic contactor (31) is deenergized,
- Next, the second electromagnetic brake (22) is activated, and the electric motor () is braked with a braking force of 170% of the normal load by the first electromagnetic brake gear (21) and the second electromagnetic brake gear (22), The car (4) is held firmly stationary in said stop position.

Note that although the operation of the elevator brake system of this embodiment has been described in terms of upward operation in Section 2, the same explanation can be applied to downward operation.

In this way, the elevator brake system of this embodiment is
A first electromagnetic brake (21) that brakes the car driving electric motor (1) with a braking force of 120% of the normal live load, and a first electromagnetic brake (21) that brakes the electric motor (1) with a braking force of 170% of the normal live load. A second electromagnetic brake (22
), and an electric circuit (28) that operates the first electromagnetic brake (21) and then operates the second electromagnetic brake (22) after a predetermined period of time when a sudden stop command or manual stop command occurs. It is equipped with the following. In this embodiment, the first electromagnetic brake (21) serves as the first brake means, the first electromagnetic brake (21) and the second electromagnetic brake (22) serve as the second brake means, and 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) Accordingly, after the first electromagnetic brake (21) operates, the second electromagnetic brake (22) operates after a predetermined period of time has elapsed. Therefore, when a sudden stop command or manual stop command is issued, the electric motor (1) is first braked by the first electromagnetic brake (2]), and the car (4) is braked by the first electromagnetic brake (2).
) is decelerated at a low deceleration and stopped, 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 brought to the stop position. It is held firmly still.

10 Therefore, unlike conventional systems, there is no risk of passengers or maintenance workers feeling uncomfortable due to deceleration during "sudden stop" or "manual stop", and it also prevents unexpected accidents such as falls of elderly people. It can be prevented. In addition, the traction capacity of the drive network sheave (2) of the hoisting machine can be increased, and unexpected accidents related to twitching of the main rope (3) can be prevented.

Further, in the stopped state, the car (4) can be firmly held still with a sufficient braking force of 170% of the normal loaded load.

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.

Next, another embodiment of the present invention will be described.

FIG. 3 is an electric circuit diagram showing another embodiment of the control means for controlling the brake device of FIG. 11. In the drawings, the same reference numerals as in the above embodiment indicate the same constituent parts as in the above embodiment, and redundant explanation will be omitted.

In the figure, (44) is the DC power supply (+) in case of power outage, etc.
, (44a) is the normally open contact of the power detection relay (/1.4), (44b) is the normally closed contact of the power detection relay (44) , (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 closed.
is open. Therefore, in this state, the electric circuit (28) serving as the control means controls the elevator brake device in the same manner as in the previous embodiment.

On the other hand, if the DC power supplies (-1-) and (-) are lost due to a power outage, etc., the first. The brake coil (24) of the electromagnetic brake (21) is deenergized, the electric motor (1) is braked by the first electromagnetic brake (21), and the car (4) is decelerated at a low deceleration and stopped. Further, due to power loss, the power supply detection relay (44) is deenergized, its normally closed contact (44a) is opened, and its normally closed contact (44b) is closed. Furthermore, due to power loss, the time relay (33) is deenergized and its contact (33a) is turned off 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 closed contact (44, a) is open, (45)→(/1.4b) in FIG. )→(:33
a) - By the circuit of (26), the second electromagnetic brake (
The brake coil (26) of the second electromagnetic brake (22) continues to be energized, and the electric motor (1) is not braked by this second electromagnetic brake (22). Then, when the predetermined time has elapsed, the contact (3
3a) is released, the brake coil (26) is deenergized, and the electric motor (1) is activated to operate the first electromagnetic brake (21) and the second electromagnetic brake (21).
It is strongly braked by the electromagnetic brake (22), and the car (4
) is held stationary at the stop position.

As described above, according to the embodiment shown in FIG. 3, simultaneous operation of the first electromagnetic brake (21) and the second electromagnetic brake (22) at the time of loss of power such as a power outage is avoided. therefore,
In addition to the effects of the embodiments described above, even in the event of a loss of power such as a power outage, it is possible to prevent unexpected accidents such as slipping of the main rope (3), discomfort to passengers, or falling of an elderly person.

In addition, in the -1- registered embodiment, the first electromagnetic brake (2
Although the predetermined time from when the motor (1) operates to when the second electromagnetic brake (22) operates is set by the time relay (33), the present invention is not limited to this.
A speed detector for detecting the rotational speed of 1) may be provided, and the second electromagnetic brake (22) may be operated when the speed detector detects that the electric motor (1) has stopped.

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 thereto, and the second brake means is constituted by an electromagnetic brake rake that can exert a stronger braking force by itself than the first brake means. It is also possible. However, when the second braking means is composed of the first electromagnetic brake (21) and the second electromagnetic brake (22) as in the above embodiment, the electric motor (1) is activated by the braking force of both. Because it can brake strongly, compared to braking alone,
The effect is that the entire brake device can be made compact.

[Effects of the Invention] As described above, the elevator braking device of the present invention includes a first brake means for braking a car driving electric motor with a predetermined braking force, and a first braking means for braking the electric motor for driving a car with a predetermined braking force. A second braking means that brakes with a predetermined braking force stronger than the braking force of the braking means, and a second braking means that operates the first braking means when a sudden stop command or a manual stop command is generated, and then operates the first braking means after a predetermined time has elapsed. 2. A control means for operating two brake means. Therefore, when a sudden stop command or a manual stop command is issued, the electric motor is first braked by the first brake means, the car is decelerated at a low deceleration and stopped, and then the electric motor is braked by the second brake means. The car is braked with a braking force stronger than that of the brake means, and the car is firmly held stationary at the stopped position. Therefore, there is no risk of causing discomfort to passengers or maintenance workers due to deceleration during a "sudden stop" or "manual stop", and there is no risk of causing discomfort to passengers or maintenance workers, and there is no risk of unforeseen accidents such as an elderly person falling down, or a slipping of the main rope. This has the effect of preventing accidents.

[Brief explanation of the drawing]

FIG. 1 is a configuration explanatory diagram showing an elevator brake system according to an embodiment of the present invention, FIG. 2 is an electric circuit diagram showing a control means for controlling the brake system shown in FIG. 1, and FIG. An electric circuit diagram showing another embodiment, 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: electric motor, 4: cage, 21: first electromagnetic brake, 22: second electromagnetic brake, 28: electric circuit, 33: time relay. In addition, in the figure, the same reference numerals and the same reference numerals 3 indicate the same or corresponding parts.

Claims (1)

[Claims] (1) a first braking means for braking a car driving electric motor 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; A brake for an elevator, comprising control means for operating the first braking means and then operating the second braking means after a predetermined period of time has elapsed when a sudden stop command or a manual stop command is generated. Device.