JPH0829704B2 - Brake Torque Control Method for Cableway Equipment - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a brake torque control method in a cableway device, and more specifically, to a suspension tug suspended between a driving pulley and a driven pulley, for example. The present invention relates to a brake torque control method capable of constantly stopping a lift carrier or the like that is operating at a predetermined deceleration.

[Conventional technology]

In a circulation type cableway device such as a ski lift, for example, a lift carrier holding a towline is conveyed at a constant speed via a driving pulley installed in a mountaintop station building. The lift carrier is a box-type closed carrier, a chair-type carrier, or the like, and a gripping device provided for the lift carrier can pinch the towing line and can be detached from the towing line.

In such a circulation-type cableway device, a hydraulic release type brake device for stopping the towline is used as a drive mechanism when an emergency situation such as a poor gripping line or a sudden change in weather occurs. Is attached to. This brake device includes a spring that presses a piston integrated with a brake pad in a braking direction, and a hydraulic cylinder that releases the brake of the brake pad.

When braking, the hydraulic pressure of the pressure oil chamber that is operating the brake pad in the anti-braking direction is derived against the elastic force of the spring, the piston is pushed out by the elastic force of the spring, and the prime mover is operated by the brake pad. I am trying to pinch it. On the other hand, while the brake is released, hydraulic oil is supplied to the pressure oil chamber, and the piston is retracted against the elastic force of the spring.

By the way, when the circulation type cableway device enters the operating state, the hydraulic release type brake device is adjusted so as to exert a constant braking force set initially. That is, the elastic force of the spring is selected so as to exert a braking force more than desired,
The open residual pressure of the pressure oil chamber is adjusted in advance so that a predetermined braking force can be obtained in the trial operation stage. After that, the spring is braked by the force that restores against the residual pressure without changing the residual pressure of the pressure oil chamber.

Since such a braking device always stops the carrier with a constant braking force regardless of the number of passengers, inertia of braking causes unpleasant shocks to passengers and anxiety due to delaying. Happens. As an attempt to solve this, a braking device described in Japanese Patent Publication No. 44-24770 is known. This braking device calculates the deceleration from the speed of the carrier, releases the pressure in the pressure oil chamber to some extent until the deceleration decreases to a pre-adjusted value, and performs the braking action. The braking force based on the residual pressure is used for deceleration.

This type of braking control is used when the carrying device starts to move at an undesired speed in an emergency, such as when the towline that operates the carrying device is suspended while it is suspended from the main rope. The gripping force is increased to decelerate until the desired deceleration is obtained, and thereafter the braking force by the normal operation is exerted. In this example, the generator is connected to the traveling wheels that move the carrier along the fixed main ropes, and the deceleration of the carrier is obtained by rectifying the alternating current generated by the rotation of the traveling wheels. It is like this.

By the way, even during times other than an emergency, the load carrier and the transfer direction change while the lift carrier sequentially grips the tow lines and repeats ascending, reversing, and descending. Further, since the lift carrier is sometimes decimated, the deceleration of the tow line, that is, the lift carrier is different each time according to the hydraulic release type brake device in which the braking force is substantially constant. For example, when the lift carrier on the ascending side is full and the load on the descending side is empty, the tow lines tend to stop, and vice versa. The deceleration increases with the former and decreases with the latter. Therefore, in the former case where the vehicle is suddenly braked, the lift carrier swings, which makes passengers uncomfortable and tends to drop the cargo, and in the latter case, the anxiety caused by the prolonged slow speed condition may be felt. There is a problem that gives an unexpected trouble.

The present invention has been made in view of the above-mentioned problems, and an object thereof is to respond to operating conditions of cableway devices that are driven under different load conditions, such as when the loading state of the lift carrier and the number of conveyances of the lift carrier itself change. In addition, it is to provide a control method of the brake torque that can always stop the support line at a substantially constant deceleration.

[Means for solving the problem]

The present invention relates to a hydraulic release type brake of a drive mechanism that moves a towing line when a lift carrying device suspended on the towing line is carried by the movement of the towing line and the transfer of the lift carrying device is stopped. It is applied to a cableway device that exerts a braking force by the device.

The feature is that, with reference to FIG. 1 and FIG. 3, the loading state of the lift carrier 5 and the lift during normal operation in which the lift carrier 5 (see FIG. 2B) is operating at a constant speed. When the number of conveyances of the carrier itself changes, the load current value of the electric motor 6 that operates the drive mechanism 2A is detected, and the spring 15 in the hydraulic release type brake device 1 applies the braking current in the braking direction according to the detected current value. The braking force of the piston 12 that is urged is changed by adjusting the pressure in the pressure oil chamber 13 on the side opposite to the spring, and the deceleration of the tow line 4 depends on the loading state of the lift carrier 5 and the number of lift carriers. Whatever it is, it is made to be almost constant.

〔The invention's effect〕

According to the present invention, when the loading state of the lift carrier or the number of conveyances of the lift carrier itself changes during the normal operation of operating the lift carrier at a constant speed, the load current value of the electric motor driving the towline is changed according to the load current value. The braking force in the hydraulic release type brake device for stopping the tow line, that is, the lift carrier can be adjusted each time. Therefore, the lift carrier can be stopped at a substantially constant deceleration even when the load capacity of the lift carrier is changed or various operating modes are taken. As a result, passengers of the lift carrier do not feel anxiety or discomfort due to a sudden shock or swing when stopped, and the load is prevented from falling off. Furthermore, the tow line that suspends the lift carrier is also prevented. Also, the occurrence of trouble such as detachment from the strut device of each strut is eliminated.

〔Example〕

Hereinafter, a cableway device to which the present invention is applied and a brake torque control method will be described in detail with reference to the drawings.

The cableway device of this example is of a circulation type, and a driving pulley 2 constituting a drive mechanism 2A shown in FIG. 3 is attached to the upper end of an output shaft 6f erected on, for example, a mountaintop station. Its output shaft
6f is connected to two electric motors 6 and 6 arranged in series on the first floor via a gear coupling 6e, a main speed reducer 6d, a universal joint 6c, a sub speed reducer 6b, and a universal joint 6a. (See Fig. 4).

On the other hand, in the foothill station building, a driven pulley 3 shown in FIG. 2 (a) is arranged, and a towline 4 is stretched between the pulleys 2 and 3.
The towline 4 circulates while being guided by the respective ropes provided on the upper portions of a plurality of columns (not shown) provided upright between the mountaintop station building and the foothill station building. Then, as shown in FIG. 5, hydraulic release type brake devices 1, 1 for stopping the movement of the tow lines 4 are attached to the outer peripheral portion of the driving pulley 2 (see FIG. 6).

The above hydraulic release type brake device 1 is provided with the brake pad 9 shown in FIG. 1, and exerts a braking force by pinching a part of the periphery of the driving pulley 2 with the fixed pad 7, and brakes as described later. When the pad 9 is retracted, the braking is released. The brake pad 9 and the fixed pad 7 may be configured to clamp a disc (not shown) provided on any shaft of the drive mechanism 2A.

By the way, in the foothill station building, a tensioning device for giving a predetermined tension to the towline 4 and a lift carrier 5 detached from the towline 4
A housing for storing (see FIG. 2 (p)) is provided.
In order to suspend the lift carrier 5 on the towline 4, the lift carrier 5
As a gripping device (not shown) provided in the upper part of the, for example, an automatic one is adopted, and when the lever provided therein is guided by a guide installed near the entrance of each station building to swing, The support cord 4 can be clamped or removed.

As shown in FIG. 1, the brake pad 9 in the hydraulic pressure release type brake device 1 described above is attached to one end of a piston rod 10 and is integrated with a piston 12 in a hydraulic cylinder 11 which is integrated with a brake frame 8. It is designed to move. A spring 15 for urging the piston 12 toward the driving pulley 2 is installed in the hydraulic cylinder 11.

The hydraulic cylinder 11 is defined by a piston 12 into a pressure oil chamber 13 and a spring chamber 14. When the pressure oil larger than the elastic force of the spring 15 is supplied from the first oil passage 20 to the pressure oil chamber 13, the spring 15 is contracted and the piston 12 is pushed up, and the brake pad 9 is pushed from the upper surface 2a of the driving pulley 2. The wheels are separated and the braking is released. On the contrary, when the pressure oil chamber 13 is depressurized to the pressure regulated by the balancing valve 26 described later, the braking force is exerted by the difference between the elastic force of the spring 15 and the residual pressure. ing.

By the way, in a ski lift or the like, the closed carrier, the open carrier, or the like, which is the lift carrier 5, is removed after the end of the commercial operation (see FIGS. 2 (p) and (q)). Before the start of business the next morning, the towline 4 is moved, the carrier 5 is unloaded from the storage room at the foot of the station, and is suspended by the ascending line 4 with each gripping device (Fig. 2 (b)). reference).

As shown in FIG. 2 (c) to FIG. 2 (e), business is started in a state where a predetermined number of carriers 5 are suspended on the tow lines 4, and a black mark in FIG. Then, the skier gets on the carrier 5. When the skier is merely transported to the mountaintop station building, the operating state of the ski lift is as shown in Fig. 2 (g). For example, when transporting tourists in the summer,
2 (h) to 2 (l).
When the business is completed, the carrier 5 is recovered as shown in FIG. 2 (m) to FIG. 2 (p), and the carrier 5 is not suspended on the towline 4 as shown in FIG. 2 (q). Everything, support cord 4
Movement is stopped.

As described above, in the ski lift, the carrier 5 is not suspended on the tow lines 4, the number of suspensions is different, the load of the up tow lines 4 is large, and the down tow lines 4 are May increase the load. In any state, the tension of the support line 4 is adjusted by the tension device. However, when the movement of the support line 4 is to be stopped urgently or periodically, the hydraulic release brake device 1 is used for braking. Become. However, it will be understood that when the load states differ as described above, the braking force also varies.

That is, in the present control method, not only the commercial operation as shown in FIG. 2 (f) to FIG. 2 (l) but also other preparations before the start of business and the recovery of the carrier 5 after the end of the business are shown. When the loading state of the lift carrier 5 or the number of conveyances of the lift carrier itself changes during normal operation in which the lift carrier operates at a constant speed, the drive mechanism 2A is operated. Needless to say, the tow line can be stopped even in the event of an emergency such as a sudden change.

For example, an extremely small braking force is required in the case of FIGS. 2 (c) and 2 (g), and a large braking force is required in the case of FIGS. 2 (k) and 2 (o). Can be understood.
If both FIG. 2 (c) and FIG. 2 (k),
When the same braking force is applied, rapid deceleration occurs in the case of FIG. 2 (c), and large-scale gentle braking occurs in the case of FIG. 2 (k). Therefore, in the case of FIG. 2 (c), there is a possibility that the lift carrier 5 swings largely or the tow lines come off from the rope device. Figure 2 (k)
In this case, it takes a long time to stop, which makes passengers feel uneasy due to slow movement, and a collision of a carrier occurs in the station building.

On the other hand, it will be understood that in the case of FIG. 2 (c), a large load is applied to the electric motor 6, and the load in the case of FIG. That is, the load applied to the electric motor 6 and the torque required for braking have the relationship shown in FIG. Hereinafter, FIG. 2 (a) is shown in FIG. 7, FIG. 2 (c) is shown, FIG. 2 (e) is shown, FIG. 2 (g) is shown, and FIG. 2 (i) is shown. 2 (k) corresponds to, FIG. 2 (m) corresponds to, and FIG. 2 (o) corresponds to, and the intermediate states are shown in FIGS. 2 (a) to 2 (q). The circled numbers inside correspond to the circled numbers in FIG.

As can be seen, the relationship between the motor load during operation and the required braking force is like a broken line diamond, and is like a solid line diamond before and after preparation and storage. That is, to give a specific numerical example, the required braking torque during business is, for example, in the range of 2,000 Kg ・ m to about 3,550 Kg ・ m, and from about 680 Kg ・ m to about 3,340 Kg ・ m for non-business. It greatly differs in the range of. Similarly, the load torque of the electric motor 6 also fluctuates in a wide range. By the way, the small rhombus drawn in each rhombus shows the relationship in the thinning operation in which the number of suspensions of the carrier 5 is reduced in each state.

Conventionally, the pressure oil chamber 13 in the hydraulic release type brake device 1
Since the residual pressure of is determined in advance, a constant braking force τ _0, which is the braking torque line T ₀ such as the chain double-dashed line in FIG. 7, is set. Therefore, a slow stop occurs at ,, and a sudden stop at. The present invention focuses on the fact that the motor load torque and the required braking torque are substantially inversely proportional to each other along the elongated rhombus, and during business operation, it is a little larger than the one-dot chain line approaching the dashed rhombus. The braking torque line T ₁ is followed, and τ _{1 is} decreased to τ ₂ in accordance with an increase in the motor load torque.

Further, in the non-business operation, the generation of excessive braking torque is avoided by reducing from τ ₃ to τ _{4 according} to the three-dot chain braking torque line T ₂ . Needless to say, when the rough braking force is sufficient without distinguishing between the business operation and the non-business operation, only the braking torque line T ₁ needs to be followed. Further, when detailed consideration is given to the thinning operation, a braking torque line T ₃ slightly lower than T ₁ may be selected or a braking torque line T ₄ slightly lower than T ₂ may be set.

The selection of such a braking torque line has not been performed conventionally because the decompression by the balancing valve 26 is uniquely set. In the present invention,
If the decompression change is made to correspond to the load torque of the electric motor 6,
It is focused on that the pressure reduction adjustment by the balancing valve 26 can be arbitrarily changed.

Next, the adjustment control of the braking force will be described. The electric motor 6 that operates the drive mechanism 2A is provided with a load detector 6A (see FIG. 1) that detects the load current value thereof.
The hydraulic pressure of the pressure oil chamber 13 on the side opposite to the spring, which adjusts the braking force of the piston 12 urged by the spring 15 in the hydraulic release type brake device 1 according to the detected value, is controlled, and the deceleration of the towed line 4 is controlled. Is about 1.0 m / sec ² regardless of the size of the carrying device 5 and the number of carrying devices.

For that purpose, a decompression control means 17 such as a microcomputer for receiving the load current value of the electric motor 6 and calculating the opening adjustment of the balancing valve 26 is provided. The braking torque line T _{1 and the} like described above are stored in this, and the electric motor 6
The decompression command according to the load is output to the balancing valve 26. When the excitation degree of the solenoid 26A of the balancing valve 26 is different, the pressure discharged from the pressure oil chamber 13 of the hydraulic cylinder 11 to the oil tank 18 is regulated according to the excitation degree, and an excessive braking force acts on the driving pulley 2. Adjusted not to. That is, if the pressure reduction is too large, the braking force becomes large, and if the pressure reduction is too small, the braking force becomes small, but the control is performed each time so that such a phenomenon does not occur.

When the decompression control means 17 selects the operating mode, non-operating mode, or each decimation mode by the mode switch so that it can be input, braking corresponding to the selected mode is performed. Based on the torque line,
The support line 4 can be stopped.

Explaining the hydraulic circuit in the hydraulic release type brake device 1, there is a first oil passage 20 from an oil tank 18 to a pressure oil chamber 13 via a hydraulic pump 19, and a switching solenoid valve 21 is interposed. The switching solenoid valve 21 is held in the illustrated closed position that shuts off the first oil passage 20 when demagnetized, and is switched to the open position that opens the first oil passage 20 when excited.

The first oil passage 20 is connected to a brake oil passage 22 that branches from the upstream side of the switching solenoid valve 21 and joins the downstream side of the switching solenoid valve 21. A variable throttle 24, a switching solenoid valve 25, and a balancing valve 26 are interposed in the brake oil passage 22.
The switching solenoid valve 25 is switched to the open position shown in which the brake oil passage 22 is opened when demagnetized and closed when it is excited.

According to such a configuration, the braking torque of the towline 4 is adjusted according to the load current value of the electric motor 6 in the following manner, and an excessive braking force due to the difference in operating conditions is applied. It can be avoided.

Before starting the commercial operation, one of the mode switches is turned on in the control panel, and the pressure reducing control means 17 is controlled so that the control is performed. In the following description, the case where only the braking torque line T ₁ is followed will be described. The hydraulic pump 19 shown in FIG. 1 is rotated to excite the switching solenoid valve 21 of the first oil passage 20 and the switching solenoid valve 25 of the brake oil passage 22.
In this state, the communication between the oil tank 18 and the pressure oil chamber 13 via the brake oil passage 22 and the balancing valve 26 is blocked, while the pressure oil flowing in the first oil passage 20 is supplied to the pressure oil chamber 13. .
The piston 12 is moved against the spring 15, and the brake pad 9 moves away from the fixed pad 7 accordingly, and the braking of the driving pulley 2 is released.

Then, the electric motors 6, 6 are driven to circulate the towline 4 between the driving pulley 2 and the driven pulley 3 as shown in FIG. Empty carriers 5 unloaded at the foothill station building are sequentially suspended on the tow lines 4 (see FIG. 2 (b)), and continue until the state of FIG. 2 (e) is reached via FIG. 2 (c). . In this case the 7th
The load torque of the electric motor 6 increases as shown by to in the figure, and decreases from to in the figure. The load torque of the electric motor 6 is, for example, in the range of about 100 kg · m to about 400 kg · m.

Now, it is assumed that, in any of the states, for example, the state of FIG. 2 (h), there is a case in which the gripping device of the transporter 5 has a bad gripping line and this is detected. The load detector 6A detects the load current value of the electric motor 6 every moment,
In order to obtain the braking force according to the detection signal, the depressurization control means 17 calculates the degree of excitation of the solenoid 26A according to the braking torque line T ₁ .

That is, since the load torque of the electric motor 6 corresponds to the load current value, the pressure reducing function of the balancing valve 26 is adjusted according to the current value. For example, if the load current value corresponds to a load torque of 230 kg · m, a residual pressure is generated in the pressure oil chamber 13 so that a torque of about 3,100 kg · m according to the braking torque line T ₁ is generated. The balancing valve 26 is publicly known, and it is also known that the set pressure can be changed by the solenoid 26A attached thereto. However, the present invention is characterized by performing such control of the balancing valve 26 in correspondence with the load current value of the electric motor 6 which differs depending on the operating state.

When the above braking torque acts on the driving pulley 2,
The braking force is much smaller than the braking force τ ₀ described above,
A deceleration almost equal to 1.0 m / sec ² , which is most suitable for stopping the towline 4 in the state shown in FIG. 2 (h), is obtained. Therefore, the carrier 5 shakes greatly due to the reaction of the braking, and the carrier 5
It does not happen that the towline suspending the rope is removed from the rope device of each strut.

The state from FIG. 2 (f) to FIG. 2 (l) follows the rhombus of the broken line of ,,, from FIG. 7, but in any case in such a state Similarly, when stopping No. 4, braking is performed at a deceleration of about 1.0 m / sec ² . The feeling of deceleration given to the person who has boarded the carrier 5 is neither large nor small, and discomfort or anxiety can be avoided. Unlike passenger carriers, even hangers for transporting luggage do not cause the luggage to pop out or fall. Accidental removal of a towline is also avoided. Figure 2 (m)
From FIG. 2 (q), the same as the above, the safety at the time of the stop operation is achieved.

When the operating state can be selected by the mode switch, the braking force can be brought closer to the required braking torque according to the respective braking torque lines. Further, the braking torque line may not be a straight line but may be replaced with a stepwise changing one such as T ₁ ^{* in} FIG. 7. The above-mentioned cableway device is not limited to the circulation type, and the present invention can be applied to the case of a reciprocating type and a one-way moving type.

As described in detail above, the degree of excitability of the solenoid that governs the pressure reduction control of the balancing valve, which was a unique setting for pressure reduction due to emergencies, is changed according to the detected load current value of the motor. When the loading condition of the lift carrier or the number of transportations of the lift carrier itself changes during normal operation in which the lift carrier operates at a constant speed, the degree of pressure reduction in the pressure oil chamber is adjusted. Alternatively, an excessive braking force does not act on the drive mechanism or the like, and a safe stopping operation is realized by the braking force according to the driving situation.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram including a hydraulic release type brake device for carrying out the present invention, FIGS. 2 (a) to (q) are explanatory views of various operating states of a ski lift, and FIG. 3 is a mountaintop station building. Fig. 4 is a vertical cross-sectional view of the machine room installed in
-IV line sectional view, and FIG. 5 is the VV line arrow view of FIG.
FIG. 6 is a view taken along the line VI-VI in FIG. 3, and FIG. 7 is a graph showing the relationship between the load torque of the electric motor and the required braking torque in comparison with the operation mode. 1 ... Hydraulic release type brake device, 2A ... Drive mechanism, 4 ...
… Supporting rope, 5 …… Lift carrier, 6 …… Electric motor, 6A …… Load detector, 12 …… Piston, 13 …… Pressure oil chamber, 15 …… Spring, 17 …… Decompression control means, 26 …… Balancing valve, 26a ... Solenoid.

Claims (1)

[Claims] 1. A hydraulic release type of a drive mechanism for moving a towing line when a lift carrying device suspended on the towing line is carried by the movement of the towing line and the transfer of the lift carrying device is stopped. In a cableway device that exerts braking force by a brake device, when the loading state of the lift carrier or the number of conveyances of the lift carrier itself changes during normal operation of operating the lift carrier at a constant speed, the drive mechanism described above is used. The load current value of the electric motor that is operating is detected, and the braking force of the piston urged in the braking direction by the spring in the hydraulic pressure release type brake device is determined in accordance with the detected current value. The pressure of the chamber is adjusted and changed so that the deceleration of the towline becomes substantially constant regardless of the size of the loading state in the lift carrier and the number of lift carriers. Method of Controlling Brake Torque in Cableway Equipment.