JPS60148879A - Emergency stopping controller for elevator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an emergency stop device for an elevator, and particularly to an emergency stop control device suitable for reducing the inertia of an elevator device.

[Background of the invention]

In general, the mechanical structure of an elevator system is as shown in FIG. And the driver and 6 are hanging. A friction brake device 7 is provided to brake the rider 6 and keep it stationary, and this generally includes a brake coil 7C,
Brake shoe 78. It is known that the brake drum 7D or these 7S and 7D are configured with a disc brake.

In such a configuration, if some abnormality occurs in the elevator while the elevator cars 6 are running driven by the electric motor 1, the driving force of the electric motor 1 is cut off and the brake device 7 is operated to prevent the elevator from moving. , the passenger and six are brought to an emergency stop. That is, the friction brake device 7 is also used as a protection device for safely stopping the passenger car 6 even when the elevator control device or the like is abnormal.

Therefore, even if the elevator adopts a method of obtaining braking torque or a method of reducing landing shock by controlling the braking force of the friction brake device 7 during normal deceleration and stop, the above-mentioned In the event of an abnormality, the friction brake device 7 is operated unconditionally to give priority to safety.

By the way, it is known that the capacity of the electric motor 1 and the oil-fired power can be reduced by reducing the inertia factor of the mechanical system shown in FIG. 1.

Therefore, recently, it has been considered to further reduce the above-mentioned inertia factor to save power.

However, it has been found that the following new problem arises as the inertia is lowered. That is, as described above, when an abnormality occurs in the elevator, the friction brake device 7 should be operated to first ensure safety, but if the inertia factor is small, the seats 6 will stop abruptly. If the deceleration at this time becomes large, the shock given to the passengers will be large, which is dangerous. Therefore, the friction brake device 7
It is also possible to weaken the braking force, but in this case, the deceleration distance becomes longer, so if an abnormality occurs during descending operation with full passengers or ascending operation with few passengers, it may not be possible to stop at the end floor. This may cause the vehicle to overturn or overturn, resulting in a serious accident. In addition, the friction brake device 7
In this case, a minimum amount of braking force is required to keep the seats 6 stationary when more than the capacity number of passengers are on board, and from this point of view as well, there is a limit to weakening the braking force.

Therefore, there is a limit to reducing the above-mentioned inertia factor.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide an emergency stop control device for an elevator that can reduce the inertia rate and save power while maintaining safety in the event of an abnormality.

[Summary of the invention]

First, the relationship between the play N force (hereinafter simply referred to as braking force) of the friction brake device and the inertia factor will be explained.

FIG. 2 shows the relationship between the car's own load amount during uplift operation and the car deceleration α when the brake is applied.

First, the deceleration α when the brake is applied is I can be fooled.

Here; Coefficient (m) determined from the reduction gear ratio and sheep diameter Tm i Brake torque (N-m) TLxH load torque (N-m) TLx=K (WLX WC) (N-m) WL x
+ Car self-load amount (Ky-f) Wc; Counterweight weight (Ky・f) and elevator system inertia factor (Kg・
m2).

Furthermore, as described above, when the brakes are applied, an upper limit value αUL of acceleration that does not cause any harm to passengers is given, and a lower limit value αDL of acceleration that does not cause thrusting up or downfall at the end floor is given. Therefore, even if the self-load amount of the car and the driving direction are different, the deceleration α of the car must be αob<α×αDI, and during upward operation, the characteristic indicated by LIK in the figure can be expressed by equation (1). It is necessary to set it so that

The slope of this characteristic L1 is 1, which is the lower limit αDL and upper limit α of deceleration.
When the slope of the characteristic Lo connecting fff is ko, kx<k
, ), and furthermore, the deceleration αN1 of the no-load NL of the characteristic Ll needs to be αMl';2αDL.

Here, kl and α8. is Tt, r; unbalanced torque at full load (N-m) T
LOH unbalanced torque at no load (N-m) WLy
; Determined by the unbalanced load (N9) at full load.

Therefore, we set the inertia factor J from equation e) and (
3) It is necessary to set the brake torque TIl according to the formula.

The inertia factor J obtained from the above relationship is usually very large, and an inertia factor of 3 to 6 times the inertia factor of the linear system made up of the rider and counterweight weight is applied to the rotating system on the motor shaft.
For example, it is necessary to provide support by making the brake drum or the like larger than its functional capacity.

For this reason, the elevator is I! Naturally, the amount of torque required to move the motor increases, and the energy consumed by the motor also increases.

Next, the basic concept of the present invention will be explained. Third
The figure, similar to Figure 2, shows the relationship between load and deceleration during upward operation.

First, when the inertia factor that can be minimized functionally is J2,
A case will be described in which the above-mentioned characteristic Lo has a relationship of O −=k J < 2 2 .

In the case of characteristic Lo, the necessary brake torque TBG is constant, and in the case of the above-mentioned inertia factor J2, the deceleration of NL at no load is α
Nz=kJanx, % slope is 2=kJ-ko, which is the characteristic of L2 in the figure. This characteristic exceeds the upper limit value αU'L in almost the entire region.

Therefore, it is necessary to weaken the brake torque so that it exceeds at least the lower limit αDL.

The brake torque Tn3 at this time is However, αN3≧αDL becomes.

The characteristic when setting the brake torque Tag is La in the figure.
becomes. Here, if the brake torque is only weakened, the slope is the same as that of the characteristic L2, so the portion indicated by the diagonal line ■ in the figure exceeds the upper limit value αUL.

Therefore, by further weakening the brake torque, H'
When the deceleration of L is αH4, either αH4 exceeds the lower limit αDL or αF4 is the upper limit αtl of the deceleration of PL at full load.
Set it below L. When the brake torque at this time is TB4, the above-mentioned αi4≧■ also holds.

In this case, as a matter of course, the portion indicated by diagonal lines ■ in the figure is below the lower limit value αDL.

Therefore, during upward operation, the brake torque is set to the above-mentioned Tin < % Ls) in the range from no load NL to the balanced load HL, and the brake torque is set to T in the range above the balanced load HL.
By switching to s4, the characteristic L'ap shown by the solid line in FIG. 4 can be obtained. Also, during descending operation, the load torque is opposite to that in the above-mentioned ascending operation, with the balance load HL as the boundary, so the characteristics L3 and L4 during ascending operation are symmetrical L3' and L around the equilibrium load as shown in Fig. 4. 4'
becomes.

Therefore, by switching the brake torque from no load NL to balanced load (L), the brake torque is changed to Ta2, and above the balanced load HL, the brake torque is changed to TB3, thereby obtaining the characteristic L o N shown by the dotted line in the figure.

From the above, if k J < 2, switching the brake torque to two or more stages will reduce the deceleration α to αDL or α
It can be set to αUL.

Next, a case where there is a relationship of Jo /J2 = kJ)2 will be described.

In this case as well, the slope ko of the characteristic Lo is similar to ks < 2.
is multiplied by kJ, and kz becomes 2 (k J ≦ 3, the brake torque is set to 3 or more steps, 3 (k J < 4, the brake torque is set to 4 or more steps, and if switched according to the load amount, the upper limit αUL, The deceleration can be within the lower limit αDL.

As an example of this, the relationship when kl=3 is shown in FIG.

Characteristics as shown in the figure. 11 Set the brake torque to have the characteristics of LO21Log by TBQI and Tl, respectively.
It is sufficient to set O2+TBQ3 and switch the torque depending on the load condition.

The purpose of the brake is not only to stop the elevator while it is running, but also to keep the elevator car completely stationary. The torque required to hold the elevator stationary must be greater than the torque required to maintain the elevator when it is loaded with 180 to 200 inches, which is the rated load of the elevator.

When the stationary holding torque is TIII+, if the maximum value of the brake torque set above is below TBI+,
For example, when the set maximum value Ts3 is T18<TB2, the configuration is such that a torque Tns sufficient to keep the brake torque stationary can be generated.

To summarize the above, the slope at low inertia is the upper limit αOL of deceleration
The brake torque is set to a value equal to or greater than the value obtained by adding 1 to the integer part of the slope kJ. Furthermore, if the set value of the torque is lower than the torque that holds the elevator stationary, a brake torque that is further added to the holding torque is set.

The present invention has been described above in detail, but for ease of understanding, the explanation has been given using an example in which the load torque TLX is determined from the relationship with the counterweight weight based on the self-load amount of the car.

However, this load torque TLx can be detected not only by the above method but also by, for example, directly detecting the load torque applied to the rotating shaft of the electric motor during running or by detecting the magnitude of the motor current. The braking force may be controlled according to the load torque detected by the above-described method.

That is, the present invention controls the braking force according to the load seen from above the motor rotating shaft, that is, the load of the elevator, and is not limited to the detection method.

[Embodiments of the invention]

An embodiment of the present invention in which the torque switching shown in FIG. 4 is performed will be described below.

FIG. 6 shows the magnitude of the brake torque required for the configuration (two-stage switching) shown in FIG. 4. Torque T2 in the figure.

Tl + 'r, has the relationship T2)Tt,)To = 0, and %T2 is Taa and Tt is Ta in the explanation in Figure 4.
2, the brake torque T. (=0) is when the elevator is running.

FIG. 7 shows the relationship between torque Tl + T2 at the time of abnormality. As can be seen from Fig. 4, torque T1 is applied during upward operation with the equilibrium load HL or more, or during downward operation with the equilibrium load HL or less, and torque T2 is applied during upward operation with the equilibrium load HL or less, or during downward operation with the equilibrium load HL or more. need to be applied.

FIG. 8 shows a brake control circuit for controlling the above torque. Usually, a brake has a braking spring, and the maximum braking force is set by the force of this braking spring. At this time, the magnitude of the torque is determined by the current flowing through the electromagnetic coil 7C of the brake. That is, when the current flowing through the coil 7C increases, a torque is generated that cancels out the braking spring force.

The brake control circuit 8 is an AC kick source AC, and the rectifiers 81, 82 to 84 for converting the AC to DC are the coils 7C.
A resistor, aio, that suppresses the current flowing to.

R2o1 is constituted by an a contact of a relay to be described later.

In the above circuit, when the contact R201 is opened, the circuit is cut off, so that a torque due to brake failure, that is, a torque T2 is generated here.

Well, when the contact R201 is in the closed state and the resistor 82 is short-circuited by the contact RIOI, the brake torque T o =
OIc is configured so that a torque T2 is generated when the resistor 82 is inserted. Further, the above contacts are opened and closed by the abnormality detection device E1 and the driving direction detection device DE.

A load detector 60 installed under the floor of the car, a load detection device WD that determines the load amount based on the detector, and a zero speed detector VD that detects zero speed based on the signal from the speed detection device 10. This is performed by the determination circuit 9 to which the signal is input.

The relay sequence of nine determination circuits shown in FIG. 9 will be explained below.

In Fig. 9, R10 is 1 from start to stop during normal operation.
The relay that turns on at RIOT is a time relay R201 that turns off at a delay of time tD with respect to 1R and 10.
-J Adjust brake torque V -1RE is a relay that turns off when abnormality detector E detects an abnormality, REI
is the normally open contact of the relay RE, R102+' RI O
R101 shown in FIG. 9 is a normally open contact of the relay R10, RIOTI is a normally open contact of the time relay RIOT, and R20 in FIG. 9 is a normally open contact of the relay R20.

R and Pi are the normally open contacts of the relay that are turned off when the next car is at the stop level, RHFI is the normally open contact of the relay that is turned on when the output of the load detection device WD is above the balanced load, and RNHl is turned on when the balanced load is below HL. Relay normally open contact, RUP
, is the normally open contact of the relay that turns ON during driving direction detection 1) E, RD1'L+ is the normally open contact of the relay that turns ON when driving downward, and RVI is the normally open contact of the relay that turns ON during driving direction detection 1) E, and RVI is the normally open contact of the relay that turns ON during driving direction detection 1) E, and RVI is the normally open contact of the relay that turns ON during driving direction detection 1) E. ” Indicates a normally open contact of a relay that is turned off.

The time chart of the above embodiment is shown in FIG. 10 using solid lines for normal times and dotted lines for abnormal times.

First, normal operation will be explained. In Fig. 9, since the operation is normal, the abnormality detection relay BE is turned on, and its contact RE! is closed, and the stop level detection relay contact RP 1 based on the position signal is also closed. Therefore, at startup, relay RIO, R4
0T and R20 are turned on by operating the start button SB, and are held by contact R102.

Therefore, in the brake control circuit 8 of FIG.
IO engineer, R201 is closed, so the brake is released, and the electric motor 1 is started and the driver and 6il-1
'Start running. When the stop floor level is reached, the stop level detection relay contact RPI is opened, and since the speed is almost at zero, the zero speed detection relay contact RV1 is opened by the output of the zero speed detector VD. Therefore, the relay RIO is connected to the contact RPl, and the contact 14V
1 turns off relay R20. Therefore, the current is cut off by R201 in the brake circuit shown in FIG. 8, and the maximum set torque T2 is applied to the brake.

That is, as shown in FIG. 10 (A'), the brake torque is normal at time t. (at startup) 'ro(=o
), and becomes T2 (maximum set value) at time t3 (when stopped).

Next, an explanation will be given of an emergency stop when an abnormality occurs.

In FIG. 10, consider the case where an abnormality occurs at time 1 while the elevator is running. When an abnormality occurs, the abnormality detector E operates and its detection relay RE is turned off in the sequence shown in FIG.

The contact BE turns off R10, and the time relay RIOT turns off after a delay of time 1D. At this time, the brake torque adjustment relay R20 is set to 0 in the diagram.
If the condition between 0 and 0 is an open circuit condition, the contact R103 turns off. From this, the brake circuit 8 in Fig. 8 is connected to the contact R as in normal operation.
The brake torque is cut off at the contact point 201, and the maximum brake torque T2 is applied as shown in FIG. 10(B'). Said 0
The open circuit condition between 0 and 0 is during upward operation with the equilibrium load HL or less, or during downward operation with the equilibrium load HL or more.

Therefore, in this case, the deceleration shown by the solid line part of characteristic L3 and the dotted line part of characteristic L3' in FIG.
An emergency stop can be performed at a deceleration α within the range of 〉α〉αDL.

Next, when the condition between 00 and 00 is a closed circuit condition in FIG.
Since 0T1-contact ratio Vt-■-〇 is in a closed circuit state,
It is in the ON state. At this time, as mentioned above, relay RI
O is off.

Therefore, in the brake circuit 8, the contact R201 is closed and the contact f'L101 is open, so the resistor 8
2 is inserted. That is, the brake torque is applied at a magnitude of T1. After that, when the time relay RIOT is turned off after a time tD or the speed becomes zero due to the application of the brake, the relay R20 is opened by opening the relay contacts R, l0TI or the speed detection contact R'v1. is as shown in Figure 10(C).
f. Therefore, the brake circuit also has its contact R201
The brake torque is cut off by the maximum setting T2.
is applied. Therefore, the brake torque state in this case is as shown in FIG. 10 (C').

The above-mentioned opening/closing conditions between
1 closed) and is in upward operation (contact RU P s closed), or is in descending operation (contact RD N 1 closed) with the balanced load below HL (contact RNH □ closed), and the solid line part of characteristic L4 shown in Fig. 4 Then, the vehicle stops at the deceleration indicated by the dotted line portion of characteristic L4'.

With the above configuration, it is possible to reduce the stop shock during an emergency stop even when the inertia is low. Conversely, it is possible to further reduce the inertia.

By the way, in order to ensure safety, the elevator was equipped with a forced deceleration switch to apply the brakes when the stop level of the top and bottom floors was exceeded to prevent the elevator from pushing up or falling, and the elevator was also running. A final limit switch FLS is installed which operates when When this final limit switch FLS operates, the maximum torque of the setting is applied, for example, the contact FLS
s can be connected to the power line as shown in Figure 9 to prioritize safety. - Furthermore, when the load detection 60 malfunctions, for example, when it is determined that the load is equal to or higher than the equilibrium load even though there is no load, and an upward operation is performed, the magnitude of the brake torque becomes smaller than the required torque.

To prevent this, it is possible to use an interlock circuit or the like to improve reliability, or to configure the load detection section as shown in Figure 11 to make the two-layer 7-ale safe. It will be done.

FIG. 11 shows an embodiment for configuring a fail-safe load detection device by detecting a frequency corresponding to the load and using it as a load signal.

In the figure, 61 is the floor surface of the seat 6, 62 is the outer frame of the seat corner, 63 is an elastic material such as rubber or a spring that is inserted between the floor surface 61 and the outer frame 62 and contracts according to the amount of load, and 64 is a plate attached to the floor surface 61 and linked to the load amount;
In the above installation, the plate 64 has H! , R2 holes have been drilled. 65 is attached to 62 and 2
The mounting that supports the two light emitting diodes Pi and P'2 is a board.
P is a frequency generator that applies a pulse voltage of frequency fx+f2 to the light emitting diodes P1 and P2, and PR is the light emitting diode PL, and the signal of P2 is attached to the hole H in the plate 64.
+, a receiver that detects through H2, fD is a frequency determiner that determines the frequency of the frequency signal detected by the receiver PR.

Here, the size of the hole Ht is determined so that the signal from the light emitting diode P1 passes through when the load amount is from no load to a balanced load, and the hole H2 allows the signal from the light emitting diode P2 to pass through when the load is above the balanced load. Process it so that it passes through. The light emitting diode P1 generates a signal of frequency f1 emitted from the frequency generator P, and similarly the light emitting diode P2 generates a signal of frequency f2 (f1*f2).

In the above configuration, the frequency determiner fD has a frequency bandwidth Δf, and when it detects a signal fl−Δf<fs<f1+Δf, it determines a signal indicating a state from no load to less than a balanced load, and f2−Δf. The configuration is such that when a signal < f 2 < f 2 + Δf is detected, a signal indicating that the load is equal to or higher than the balanced load is output to the determination circuit 9 in FIG. 8. Therefore, the determination circuit 9 controls the brake torque based on these signals in the same manner as described above, but when the signal from the frequency determiner fD disappears due to a frequency outside the above range or damage to the light emitting diode, etc. Load signal contact RHN in Figure 9
I, RHFt is configured to open circuit.

Therefore, the contacts RHN+ and RHFt can be operated to the open side when the signal is lost, including during a power outage, so that the brake torque control of this embodiment can be completely fail-safe.

The above describes the case where the brake force is controlled in two stages, but even when the number of stages is increased, the brake force can be controlled based on the operating principle of the present invention described above by detecting the load amount according to the number of stages. .

Next, another embodiment of the brake control circuit 8 is shown in FIG. In this figure, the points that are different from FIG. 8 will be explained. The control circuit 8 includes a magnetic multivibrator 85, a transformer 86, and a rectifier circuit 87, which control the DC power supply DC according to the frequency signal f1I, and
Reference numeral 8 denotes a frequency command for obtaining the brake torque shown in FIG.

As a result, when the magnetic multi-pipe rake 85 fails, the magnetic multi-control circuit 11 outputs no output, or the output is zero, no current flows through the brake coil 7C, and the brake torque becomes the maximum torque. In other words, fail-safe operation can be achieved.

Although the explanation has been given above with reference to specific examples, the present invention is not limited to these examples, and the present invention continuously detects the amount of load using, for example, a differential transformer or the like as the load detector 60, as shown by the dotted line in FIG. Configure the signal circuit using a microcomputer,
By generating a frequency signal f6 that continuously controls the magnetic multivibrator, it is also possible to make the shock at a constant stop. In this microcomputerization, a more complete fail-safe can be achieved by employing the frequency signal explained in FIG. 11 in the load detection section. In the above embodiment, the brake torque after the elevator stops is set to the maximum, but the brake torque may be controlled according to the load so that the elevator can be kept stationary even during the stop. Further, although a brake drum type friction brake device is shown in the drawings, a disc brake can be similarly configured.

〔Effect of the invention〕

According to the present invention, the frictional braking force at the time of an emergency stop is set according to the load of the elevator, so that sudden stops or up-and-down thrusts are prevented in the event of an abnormality, and safety is maintained.
It is possible to further reduce the inertia factor. Therefore, further reduction in power consumption can be expected with the reduction of this inertia factor.

[Brief explanation of drawings]

Figure 1 is a basic configuration diagram of the elevator mechanical system, Figure 2 is an explanatory diagram of the elevator friction torque setting method, and Figure 3 is an illustration of the elevator friction torque setting method.
4 and 5 are explanatory diagrams showing the method of setting the friction brake torque according to the present invention, FIGS. 6 and 7 are explanatory diagrams showing the friction brake torque characteristics according to the present invention, and FIG. 8 is an explanatory diagram showing the method of setting the friction brake torque according to the present invention. - Diagram of an embodiment of the emergency stop control device, No. 9
10 is a time chart for explaining the operation of FIGS. 8 and 9, FIG. 11 is an embodiment of the load detector according to the present invention, and FIG. The figure is a diagram showing another embodiment of the elevator-emergency stop control device of the present invention. 1... Electric motor, 2... Reducer, 6... Car, 7
...Friction brake, 8...Brake control circuit, 85
...Magnetic multi-hyphrator, 86...Transformer, 9...Brake control circuit, 10...Speed detection device, 11...Magnetic multi-bi break control signal generation circuit, AC...AC power supply, DC ...DC power supply, E...
Abnormality detector, DE...Driving direction detector, WD...Load amount determination device, V'D...Zero speed detection device, P...
Frequency signal generator, PL, P2... light emitting diode,
PR... Optical receiver, Hayabusa 1 Fig. 3 Fig. 412] 424 stone knife 1 t Figure Sumire 9 (21 ■ Figure 10 Army 11 Inside Figure 9)

Claims (1)

[Claims] 1. An elevator comprising an elevator car, an electric machine for driving the car, and a friction brake device for braking the travel of the elevator car, and in the event of an abnormality in the elevator, An elevator device that operates the friction brake device to bring the car to an emergency stop, further comprising: means for detecting a load on the elevator; and a brake of the friction brake device depending on the load detection means during the emergency stop. 1. An emergency stop control device for an elevator, comprising means for controlling force. 2. The elevator according to claim 1, wherein the braking force control means reduces the braking force in accordance with an increase in the elevator load.
emergency stop control device. 3. In claim 2, the brake force control means includes means for setting brake force in multiple stages,
An emergency stop control device for an elevator, which operates the friction brake device with one of the plurality of braking forces set according to the magnitude of the elevator load. 4.% Permissible In claim 1, the above-mentioned elevator -
The load detection means is an elevator emergency stop control device configured to detect the magnitude of the load from the load on the corner and the operating direction of the elevator. 5. In claim 1, the brake force control device is configured to control, after a predetermined period of time after an abnormality occurs in the elevator,
Alternatively, an emergency stop control device for an elevator is configured to generate the maximum braking force of the friction brake device on the condition that the speed of the car has decreased below a predetermined speed. 6. In claim 5, the friction brake device is an electromagnetic brake device that releases the brake force according to the pressure applied to the power supply, and the brake force control means is configured to release the brake force under the above conditions. An elevator emergency stop control device configured to cut off power supply to the elevator. 7. In claim 1, the elevator-
An elevator emergency stop control device configured to generate the maximum braking force of the friction brake device when the load detection means or the brake force control means fails. 86 In claim 7, the elevator-
The load detection means is configured to generate an output when the detection means is normal, and the brake force control means is configured to generate the maximum braking force of the friction brake device when the output of the load detection means is not generated. emergency stop control device. 9. In claim 7, the brake force control means is configured to generate an output when the control means is normal, and the friction brake device is configured to generate a maximum braking force when the brake force control means does not output. An elevator emergency stop control device configured to operate. 10.% Permissible scope of claim 9 In claim 9, the brake force control means comprises a DC power source, a multivibrator that converts the DC power source into AC power according to a frequency command according to the elevator load, and the AC power source. and a transformer that inputs the voltage to the primary winding. Emergency stop control device.