JPS6050706B2 - Automatic landing device in case of elevator power outage - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a device for automatically landing an elevator car on a floor during a power outage.

During a power outage, the inertial energy held by the elevator and
Automatic landing devices in the event of a power outage have been proposed that utilize unbalanced energy due to the weight difference between the car and the counterweight, but all of these have been developed in areas where the car door and landing door can be opened and closed by engaging. The brakes are applied within the range (between 1 and 2).

In this case, the car speed at the point where the brakes are applied must be kept below a predetermined speed. This is because, if you do not set a predetermined speed that allows the door to stop in the area where the door can be opened and closed under any load, it may stop in the area where the door can be opened or closed under a certain load, and in the worst case, it may run into the buffer on the terminal floor. This is because it is dangerous. On the other hand, in order to effectively utilize the inertial energy possessed by the car during a power outage, the higher the predetermined speed, the better.

In other words, if the predetermined speed is set low as in the former case,
Although it is possible to reliably stop the car in the section where the door can be opened and closed, if a power outage occurs while the elevator is running at a higher speed, the elevator will lose a considerable amount of inertial energy, and the car will have to balance. In a load close to an equilibrium load in which the weight of the weight is equal, the probability of not being able to reach the door opening/closing area on the nearest floor increases.

This increases the probability that passengers will be trapped in the car (hereinafter referred to as a "crowded state"). Furthermore, if the predetermined speed is set high as in the latter case, the inertial energy possessed by the elevator can be used more effectively, but there are more cases where the elevator does not stop in the section where the doors can be opened and closed. Because of these conflicting conditions, it is not possible to safely and reliably rescue passengers by reducing the probability of becoming trapped, and conversely, if we try to rescue passengers safely and reliably, it is possible to reduce the probability of being trapped. The probability that . The present invention solves the above-mentioned problems, and aims to provide an automatic landing device for elevators during a power outage that is safe, reliable, and extremely reduces the probability of a jammed state.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 4.

In Figure 1, N+ and N- are normal power supplies, E+ and E1 are emergency power supplies such as storage batteries, 1 is a power failure detection relay, 1a to 1d are their normally open contacts, 1e is also a normally closed contact, and 2 is a rescue In the operation start command relay, 2a to 2e are normally open contacts, and 3 is an electromagnetic brake coil, which releases the drive motor when energized.
When deenergized, the electric motor is braked by the spring.

4 is the brake release condition contact group during normal power supply, 5 is the brake release relay during power outage, 5a and 5b are the normally open contacts,
6 is a mechanical contact group that detects the door opening/closing area, 7 is a relay for detecting the door opening/closing area, 7a is its normally open contact, 7b is also a normally closed contact, and 8 is the terminal floor from a predetermined position before the terminal floor. A mechanical contact group for detecting a predetermined section of the grid, 9 is a terminal predetermined section detection relay, 9a is its normally open contact, 10a, 1
0b is a first speed detection relay contact that opens when the speed exceeds a first predetermined speed V, 10c is a contact that similarly closes, and 11
12 is a second speed detection relay contact that opens when the speed reaches a second predetermined speed V2 or higher, and 12 is a contact when the car floor enters the door opening/closable area when the speed reaches the first predetermined speed or higher. In other words, it is a relay that memorizes that a car floor has entered a predetermined section before the terminal floor, and 12a is a normally open contact, and 12b is a normally closed contact.

Figures 2 to 4 show the locus of car speed when a power outage occurs while the car is running, and the vertical axis shows the car speed. Velocity and distance are plotted on the horizontal axis.

Figure 2 shows a point relatively far from the section where the door can be opened and closed on the intermediate floor, Figure 3 shows a point relatively close to the same, and Figure 4 shows a point a little far from a predetermined section before the terminal floor. Indicates when the rescue device is activated. In addition, each solid line indicates the direction in which the heavier of the counterweights is lowered (hereinafter referred to as
The dashed line shows the locus of the car speed when the car is running with a load close to the equilibrium load. In addition, in FIGS. 2 to 4, V1 is a second predetermined speed V, which will be described later.
a first predetermined speed set higher than 2 by an appropriate value;
V2 is the second predetermined speed that is set so that if the brake is applied when entering the door opening/closing area under any load, the vehicle can be stopped in the door opening/closing area, A is the point at which automatic rescue operation in the event of a power outage is started, Bl, B3 , 8, B7, Cl, C3, C5,
C7, Dl, D3, D5, D7 are braking starting points, B29B
49C29C49D29D4 is the brake release point, Y36
9B89C69C89D6? D8 is the stopping point) Sei9C7 is the section where the door can be opened and closed, and End is the predetermined section before the terminal floor. Next, the operation of this embodiment will be explained using a typical operating mode.

When a power outage occurs while the car is running, one power outage detection relay is deenergized, contacts 1a to 1d are opened, and contact 1e is closed.

When the car speed is less than the first predetermined speed V1, the first speed detection relay contacts 10a and 10b close and the contact 10c opens, so the rescue operation start command is issued in the E+-1e-10a-2 upper circuit. Relay 2 is energized and contacts 2a to 2e are closed, so relay 2 holds itself and E+-2a-7b-
The brake release relay 5 is energized by the circuit 10b-12b-5-2b upper, and the contacts 5a and 5b are closed. Therefore, the brake coil 3 is energized by the E+-2a-5a-3-5b-2b upper circuit, so the brake is maintained in an open state and a rescue operation in the event of a power outage is started. As shown in Figure 2, when a rescue operation during a power outage is started at a point relatively far from the door opening/closing section on the nearest floor, if the vehicle is traveling in the direction of unloading, the unbalanced load will be Therefore, the car speeds up. When the first predetermined speed ■ is reached at point B1, contacts 10a and 10b are opened and contact 10c is closed, so that memory relay 12 is activated in the circuit E+-2a-10c-12-2b upper-. When the relay 12 is energized and the contact 12a is closed, the relay 12 maintains itself. Further, since the contacts 10b and 12b are opened, the relay 5 is deenergized (the second speed detection relay contact 11 is open), and the contacts 5a and 5b are opened. As a result, the brake coil 3 is deenergized and braking is applied. When the car speed decreases to less than the second predetermined speed ■2, the contact 11 closes at point B2, and at this time the contact 10b is closed, so E+-2a-7b-10b-11-5
The relay 5 is energized again by the circuit on -2b, and the contact 5a
, 5b are closed. The brake coil 3 is also energized again and the brake is released. When the brake is released, the unbalanced torque increases the speed, and when the speed reaches the second predetermined speed V2 or higher, the contact 11 opens at point B3, so the relay 5 is deenergized and the brake coil 3 is also deenergized! The brakes are applied,
The speed of the car decreases again. By repeating this, when the car reaches the positive 8 points in the door opening/closing area, contact group 6 closes and E+
-2a-2d - 6-7-2e-2b upper circuit energizes the door opening/closable section detection relay 7, contacts 7b open and relay 5 deenergized, so the brake coil 3 is deenergized. Then, braking is applied and the car stops within the door opening/closing area f. Even when the vehicle is running with a load close to the balanced load, if the brake is released at point A as described above, the vehicle will coast. However, since the unbalanced torque that causes the car to speed up is not generated, the car speed gradually decreases, but the car can travel a considerable distance by coasting. When the door reaches the positive point in the door opening/closing area, the brake is applied as described above to stop the vehicle. If a power outage occurs while driving in the direction of lifting either the car or the counterweight, whichever is heavier, the brake will be released at point A as described above, but the unbalanced torque will act to lift the car. Rapidly reduce speed, stop and reverse. After reversing, the vehicle will run in the direction of the unloaded load, and since this is the same as described above, detailed explanation will be omitted. Next, a case where detection is started at a position relatively close to the door opening/closing area as shown in FIG. 3 will be described.

In this case as well, the brake is released at point A and the vehicle coasts. For example, if the speed at which the door can be opened and closed reaches the positive C point is considerably higher than the second predetermined speed V2 (for example, when traveling in the direction of unloading the load)
As described in the explanation of the operation in FIG. 2, the brake is applied at point C1, but the vehicle cannot be stopped within the door opening/closing area. However, when the car reaches point C1, the contact group 6 is closed, so the relay 7 is energized and the contact 7a is closed, and the relay 12 is activated in the E+-2a-7a-12-2b upper circuit. Forces and self-retains. When the car leaves the positive door opening/closing range, the contact group 6 opens and the relay 7 deenergizes, so the contact 7b closes.If the car speed is less than the second predetermined speed V2, the contact is made at point C2. 10b and 11 are closed, the relay 5 is energized, the brake coil 3 is energized, the brake is released, and the car coasts. When the vehicle is traveling in the unloading direction, when the vehicle speeds up and reaches a second predetermined speed V2 or higher, the contact 11 is opened and the relay 5 is deenergized, so that the brake is applied. Below, as explained in Fig. 2, the second
Repeat opening and closing of the brake around a predetermined speed V2,
It stops in the area where the next floor door can be opened and closed. If the load is close to balanced, it is obvious from the figure, so it will be omitted. Next, a case where an attempt is made to land on the terminal floor as shown in FIG. 4 will be described. As described above, at point A, the brake is released and the car coasts, and the car speeds up when the load is being lowered. However, when the car reaches the bottom of the predetermined section before the terminal floor, the contact group 8 closes at point D1, the relay 9 is energized in the E+-2a-8-9-2b upper circuit, and the contacts 9a is closed and the relay 12 is energized and self-holding. Therefore, since the contact 12b is open, the car is at a speed lower than the second predetermined speed V2, and until the contact 11 is closed, the relay 5 is not energized and continues to be braked. When the car speed becomes 2 or less, the brake is released as described above, and the car coasts by repeating the opening and closing of the brake until the door opening/closing area of the terminal floor reaches the positive area. Brakes are applied and it stops. If the vehicle is running with a load close to the equilibrium load, the vehicle will not accelerate, so for the vehicle that follows the trajectory of the broken line in Figure 4, the vehicle will coast until it reaches point D7, and will brake when it reaches the correct door opening/closing range. It will stop. Note that the first and second predetermined speeds Vl and V2 can be set arbitrarily, but if the first predetermined speed V1 is set higher than the rated speed during normal operation, the inertial energy held by the motor can be saved during a power outage. It is possible to use it 100% effectively.

As explained above, in this invention, when the electromagnetic brake is released by the emergency 5 power supply during a power outage and the car is coasted,
When the speed of the car increases and reaches the first predetermined speed, the electric motor is braked by the electromagnetic brake to decelerate the car, and the car speed is set to a second predetermined speed lower than the first predetermined speed. When the speed reaches the second predetermined speed, the electromagnetic brake is released again to coast the car, and when the speed of the car reaches a second predetermined speed, the electromagnetic brake is applied again, and thereafter the speed of the car exceeds the second predetermined speed. Therefore, when the unbalanced load is small, the probability of reaching the nearest floor can be increased by fully utilizing the inertial energy possessed by the elevator.

On the other hand, since the traveling speed is limited when the unbalanced load is large, the vehicle can be reliably stopped at the nearest floor. In addition, when the car, which has coasted and increased its speed, reaches the section where the door of the floor can be opened and closed, it is prevented from exceeding the second predetermined speed, so that it cannot stop in the section where the door of the floor can be opened and closed. too,
It is possible to reliably stop the door in the section where the next floor door can be opened and closed. Furthermore, when the car coasts and speeds up and reaches a predetermined position before the terminal floor, it is prevented from exceeding the second predetermined speed, so that it can be safely stopped at the terminal floor.

[Brief explanation of drawings]

FIG. 1 is a circuit diagram showing an embodiment of an automatic landing device for an elevator during a power outage according to the present invention, and FIGS. 2 to 4 are illustrations for explaining the operation of the car according to FIG. 1.

Claims (1)

[Claims] 1. In the event of a power outage, the electromagnetic brake is released by the emergency power supply, the driving electric motor is released, and the running car is allowed to coast. When the car reaches the area where the door can be opened and closed, the electric motor is braked by the electromagnetic brake, and the car is stopped. In the stopping device, a memory circuit stores that the car which coasted during the power outage has increased in speed and reached a first predetermined speed, and if this memory circuit operates, the electromagnetic brake brakes the electric motor to stop the car. When the car is decelerated and the car reaches a second predetermined speed that is set lower than the first predetermined speed, the electromagnetic brake is released again to coast the car and the car reaches the second predetermined speed. The elevator is characterized by comprising a control circuit for braking the electric motor again by the electromagnetic brake when the speed reaches the second predetermined speed, and the operation of the control circuit thereafter controls the speed of the car so that it does not exceed the second predetermined speed. Automatic landing device during power outage.