JPWO2007144948A1 - Elevator brake equipment - Google Patents

Abstract

The brake device of an elevator has a brake device body having a brake coil, and a discharge circuit connected in parallel to the brake coil. The brake device body applies braking force to the car by stopping power supply to the brake coil, and releases the braking force applied to the car by supplying power to the brake coil. The discharge circuit attenuates the current of the brake coil when power supply to the brake coil is stopped. The discharge circuit includes a discharge parallel portion including a resistor and an overvoltage absorbing element connected in parallel to the resistor and maintaining a voltage applied to the resistor within a predetermined range.

Description

  The present invention relates to an elevator brake device for applying braking force to a car.

  2. Description of the Related Art Conventionally, an elevator brake control device has been proposed in which a discharge circuit for attenuating a brake coil current is connected in parallel to the brake coil in order to prevent brake operation delay. The discharge circuit is configured by a parallel circuit of a resistor and a capacitor. When power supply to the brake coil is stopped, resonance occurs in a circuit including the brake coil, the capacitor, and the resistor. Thereby, the electric current of a brake coil is attenuate | damped in a short time rather than the case where a capacitor | condenser is not contained in a discharge circuit (refer patent document 1).

JP 2003-81543 A

  However, since the current decay rate of the brake coil is determined by the inductance and resistance of the brake coil, the current decay rate decreases as the brake coil current decreases. Therefore, it becomes difficult to further prevent the delay in brake operation.

  The present invention has been made to solve the above-described problems, and is an elevator brake that can shorten the time from when power supply to a brake coil is stopped until braking force is applied to the car. The object is to obtain a device.

  The elevator brake device according to the present invention has a brake coil, applies braking force to the car by stopping power supply to the brake coil, and releases brake force applied to the car by supplying power to the brake coil. It is connected in parallel to the device body and the brake coil, and includes a discharge circuit for attenuating the current of the brake coil when power supply to the brake coil is stopped. The discharge circuit is connected in parallel to the resistor and the resistor. And a discharge parallel portion including an overvoltage absorbing element for maintaining the voltage applied to the resistor within a predetermined range.

It is a typical block diagram which shows the elevator provided with the brake device by Embodiment 1 of this invention. It is a circuit diagram which shows the brake control apparatus and brake coil of FIG. It is a graph which shows the electrical property of the constant voltage diode of FIG. It is a graph which shows the time change of the voltage which generate | occur | produces in the resistance after the electric power feeding to the brake coil of FIG. 2 was stopped. It is a graph which shows the time change of the electric current of a brake coil after the electric power feeding to the brake coil of FIG. 2 was stopped. It is a graph which shows the time change of the speed of the car after the electric power feeding to the brake coil of FIG. 2 was stopped. It is a typical block diagram which shows the elevator provided with the brake device by Embodiment 2 of this invention. It is a circuit diagram which shows each brake coil of FIG. 7, and the 1st and 2nd brake control apparatus. It is a graph which shows the time change of each voltage which generate | occur | produces in each of the 1st and 2nd resistance after the electric power feeding to each brake coil of FIG. 8 was stopped. It is a graph which shows the time change of each electric current of each brake coil after the electric power feeding to each brake coil of FIG. 8 was stopped. It is a graph which shows the time change of the speed of the car after the electric power feeding to each brake coil of FIG. 8 was stopped. It is a graph which shows the time change of each voltage which generate | occur | produces in each of the 1st and 2nd resistance after the electric power feeding to each brake coil was stopped in the brake device of the elevator by Embodiment 3 of this invention. It is a graph which shows the time change of each electric current of each brake coil after the electric power feeding to each brake coil is stopped in the brake device of the elevator by Embodiment 3 of this invention. It is a principal part circuit diagram which shows the brake device of the elevator by Embodiment 4 of this invention.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a schematic configuration diagram showing an elevator provided with a brake device according to Embodiment 1 of the present invention. In the figure, a car 2 and a counterweight 3 are provided in the hoistway 1 so as to be able to move up and down. A hoisting machine (driving device) 4 for raising and lowering the car 2 and the counterweight 3 is provided above the hoistway 1. The hoisting machine 4 includes a hoisting machine main body 5 including a motor, and a drive sheave 6 rotated by the hoisting machine main body 5. A plurality of main ropes 7 for suspending the car 2 and the counterweight 3 are wound around the drive sheave 6. The car 2 and the counterweight 3 are moved up and down in the hoistway 1 by the rotation of the drive sheave 6.

  The rotation of the drive sheave 6 is braked by the brake device 8. The brake device 8 is mounted on the rotary body 9 rotated together with the drive sheave 6, the hoisting machine main body 5, and controls the brake device main body 10 for applying a braking force to the rotary body 9 and the operation of the brake device main body 10. And a brake control device 11. The brake control device 11 is mounted on an elevator control panel 12 installed in the hoistway 1.

  The brake device main body 10 has a braking body 13 that can be brought into contact with and separated from the rotating body 9, an urging spring 14 that urges the braking body 13 in a direction in contact with the rotating body 9, And an electromagnetic magnet 15 for displacing the braking body 13 in a direction away from the rotating body 9.

  The electromagnetic magnet 15 has a magnet main body (iron core) 16 and a brake coil 17 incorporated in the magnet main body 16. The electromagnetic magnet 15 generates an electromagnetic attractive force by supplying power to the brake coil 17.

  When the power supply to the brake coil 17 is stopped, the braking body 13 is displaced in a direction in contact with the rotating body 9 by the urging force of the urging spring 13. A braking force is applied to the car 2 and the counterweight 3 when the braking body 13 contacts the rotating body 9. In addition, when power is supplied to the brake coil 17, the braking body 13 is displaced in a direction away from the rotating body 9 due to generation of an electromagnetic attractive force of the electromagnetic magnet 15. The braking force applied to the car 2 and the counterweight 3 is released when the braking body 13 moves away from the rotating body 9.

  FIG. 2 is a circuit diagram showing the brake control device 11 and the brake coil 17 of FIG. In the figure, a brake control device 11 controls power supply from a power source 18 to a brake coil 17. In addition, the brake control device 11 is connected in parallel to the brake coil 17, and when the power supply to the brake coil 17 is stopped, the brake circuit 17 attenuates the current of the brake coil 17, and the brake coil 17 and the discharge circuit 19. And a second contact for opening and closing an electrical connection between each of the brake coil 17 and the discharge circuit 19 and a negative electrode of the power source 18. The contact 21 is provided.

  The discharge circuit 19 includes a discharge parallel part 22 and a diode 23 that is connected in series to the discharge parallel part 22 and flows current in a predetermined direction. The discharge parallel unit 22 includes a resistor 24 and a constant voltage diode (overvoltage absorption element) 25 that is connected in parallel to the resistor 24 and maintains a voltage applied to the resistor 24 within a predetermined range.

  Here, FIG. 3 is a graph showing the electrical characteristics of the constant voltage diode 25 of FIG. As shown in the figure, when a reverse voltage is applied to the constant voltage diode 25, the amount of current flowing through the constant voltage diode 25 is extremely small when the reverse voltage is smaller than a predetermined voltage drop. On the other hand, when the reverse voltage becomes equal to or higher than a predetermined voltage drop, the voltage rapidly increases. That is, the constant voltage diode 25 has a characteristic that it is difficult to flow a current when the reverse voltage is smaller than a predetermined voltage drop, and that the current is likely to flow rapidly when the reverse voltage exceeds a predetermined voltage drop. ing. The constant voltage diode 25 is set to have a maximum allowable current when the reverse voltage reaches a predetermined clamp voltage value higher than the drop voltage. The clamp voltage value of the constant voltage diode 25 is an upper limit value allowed for circuit protection of the brake device 8.

  That is, when the reverse voltage applied to each of the resistor 24 and the constant voltage diode 25 is about to exceed the clamp voltage value, a current flows through the constant voltage diode 25. Thereby, the voltage applied to the resistor 24 is maintained within a predetermined range equal to or less than the clamp voltage value. That is, the constant voltage diode 25 prevents the reverse voltage applied to the resistor 24 and the constant voltage diode 25 from exceeding the clamp voltage value.

  When the car 2 and the counterweight 3 are moved, the first and second contacts 20 and 21 are closed and power is supplied to the brake coil 17. Further, when the car 2 and the counterweight 3 are stopped and held or an emergency stop is performed, the first and second contacts 20 and 21 are opened, and the power supply to the brake coil 17 is stopped.

  Next, the operation will be described. When the car 2 and the counterweight 3 are moving, power is supplied from the power source 18 to the brake coil 17 by the brake control device 11. At this time, the braking body 13 is separated from the rotating body 9, and the braking force applied to the car 2 and the counterweight 3 is released.

  For example, when the car 2 comes to an emergency stop, the power supply from the power source 18 to the brake coil 17 is stopped by the brake control device 11. At this time, a surge voltage is generated in the resistor 24, and the current of the brake coil 17 flows to the discharge circuit 19.

  FIG. 4 is a graph showing a temporal change in the voltage generated in the resistor 24 after the power supply to the brake coil 17 in FIG. 2 is stopped. FIG. 5 is a graph showing a temporal change in the current of the brake coil 17 after the power supply to the brake coil 17 of FIG. 2 is stopped.

  As shown in the figure, the surge voltage 31 generated in the resistor 24 is clamped by the constant voltage diode 25 until the time X elapses from when the power supply to the brake coil 17 is stopped (power supply stop time A). The voltage value is maintained. That is, when the surge voltage 31 is about to exceed the clamp voltage value, the current flowing through the constant voltage diode 25 is automatically adjusted to be maintained at a predetermined clamp voltage value (FIG. 4). Thereby, damage to the first and second contacts 20, 21 and the power source 18 is prevented. At this time, a large amount of current flows through the resistor 24, and the current 32 (hereinafter simply referred to as “brake current”) 32 of the brake coil 17 is rapidly attenuated (FIG. 5).

  Thereafter, the surge voltage 31 continuously decreases from the clamp voltage value, and the brake current 32 also continuously attenuates by flowing through the resistor 24. Thereby, the electromagnetic attractive force of the electromagnetic magnet 15 is reduced. Thereafter, when the electromagnetic attractive force of the electromagnetic magnet 15 falls below the urging force of the urging spring 14, the braking body 13 is separated from the electromagnetic magnet 15 and is displaced toward the rotating body 9. Thereafter, when the braking body contact time B (FIG. 5) is reached, the braking body 13 contacts the rotating body 9.

  Thereafter, the brake current 32 is further attenuated, and the pressing force of the braking body 13 against the rotating body 9 is increased. Thereby, a braking force is applied to the rotating body 9 and a braking force is applied to the car 2 and the counterweight 3.

  FIG. 4 also shows temporal changes in a surge voltage (hereinafter referred to as “comparison surge voltage”) 33 generated in the resistor when the discharge parallel part 22 in FIG. 2 is only a resistor. FIG. 5 also shows temporal changes in the current (hereinafter referred to as “comparative brake current”) 34 in the brake coil 17 when the discharge parallel part 22 in FIG.

  When the discharge parallel part 22 is only a resistor, the resistance value of the resistor is less than the resistance value of the resistor 24 when connected in parallel to the constant voltage diode 25 in order to prevent the occurrence of an excessive surge voltage. Is set too low.

  The time from the power supply stop time A to the completion of the attenuation of the surge voltage 31 is shorter than the time from the power supply stop time A to the completion of the attenuation of the comparison surge voltage 33. The time from the power supply stop time A to the completion of the attenuation of the brake current 32 is shorter than the time from the power supply stop time A to the completion of the attenuation of the brake current 34 for comparison. Therefore, the braking body 13 contacts the rotating body 9 earlier when the discharge parallel portion 22 shown in FIG. 2 is applied than when the discharge parallel portion only with resistance is applied, and the braking force applied to the car 2 is increased. It occurs early.

  FIG. 6 is a graph showing temporal changes in the speed of the car 2 (hereinafter simply referred to as “car speed”) 35 after the power supply to the brake coil 17 of FIG. 2 is stopped. As shown in the figure, at the power supply stop time A, the power supply to the motor of the hoisting machine main body 5 (FIG. 1) is also stopped, so that the car speed 35 temporarily increases. Thereafter, a braking force is applied to the car 2 by the operation of the brake device body 10. As a result, the car speed 35 continuously decreases and the car 2 stops.

  FIG. 6 shows the speed of the car 2 (hereinafter referred to as “comparison car speed”) 36 when the discharge parallel part 22 of FIG. 2 is only a resistor in order to compare the time until the car 2 stops. The time variation of is also shown. As shown in the figure, it can be seen that the car speed 35 is switched to deceleration at a point earlier than the comparative car speed 36. Therefore, the time from when the power supply stop time A until the car 2 stops is shorter when the discharge parallel part 22 shown in FIG. 2 is applied than when the discharge parallel part only with the resistance is applied.

  In such an elevator brake device, the discharge circuit 19 connected in parallel to the brake coil 17 has a discharge parallel part 22, and the discharge parallel part 22 has a resistor 24 and a constant voltage diode 25 connected to each other. Therefore, the surge voltage generated in the resistor 24 when power supply to the brake coil 17 is stopped can be maintained within a predetermined range by the constant voltage diode 25. Therefore, the resistance value of the resistor 24 can be set large, and the current of the brake coil 17 can be attenuated in a shorter time. Thereby, the braking body 13 can be displaced at an early stage. Accordingly, it is possible to shorten the time from when the power supply to the brake coil 17 is stopped until the braking force is applied to the car 2.

Embodiment 2. FIG.
FIG. 7 is a schematic configuration diagram showing an elevator provided with a brake device according to Embodiment 2 of the present invention. In the figure, a brake device 8 is mounted on a rotating body 9 that is rotated together with a drive sheave 6 and a hoisting machine main body 5, and first and second brakes for applying a braking force to the common rotating body 9. Device main bodies (that is, a plurality of brake device main bodies) 41, 42, a first brake control device 43 for controlling the first brake device main body 41, and a first brake device for controlling the second brake device main body 42. 2 brake control devices 44. The first and second brake device main bodies 41 and 42 have the same configuration as that of the brake device main body 10 (FIG. 1) according to the first embodiment. The first and second brake control devices 43 and 44 are mounted on the control panel 12.

  FIG. 8 is a circuit diagram showing each brake coil 17 and the first and second brake control devices 43 and 44 of FIG. In the figure, the first and second brake control devices 43 and 44 are connected to a common power source 18. The first and second brake control devices 43 and 44 individually control power supply from the power supply 18 to each brake coil 17. The configurations of the first and second brake control devices 43 and 44 are the same as those of the brake control device 11 (FIG. 2) of the first embodiment except for the discharge parallel portions 22.

  The discharge circuit 19 of the first brake control device 43 is connected in parallel to one brake coil 17, and the discharge circuit 19 of the second brake control device 44 is connected in parallel to the other brake coil 17. That is, the discharge circuit 19 of each brake control device 43, 44 is individually connected in parallel to each brake coil 17.

  The discharge parallel unit 22 of the first brake control device 43 includes a first resistor 45 and a first constant voltage diode (overvoltage absorption element) 46 connected in parallel to the first resistor 45. . In addition, the discharge parallel unit 22 of the second brake control device 44 includes a second resistor 47 and a second constant voltage diode (overvoltage absorption element) 48 connected in parallel to the second resistor 47. ing.

  The resistance values of the first and second resistors 45 and 47 are the same. The clamp voltage values of the first and second constant voltage diodes 46 and 48 are different from each other. That is, the predetermined ranges in which the voltage is maintained by each of the first and second constant voltage diodes 46 and 48 are different from each other. In this example, the clamp voltage value V 1 of the first constant voltage diode 46 is set lower than the clamp voltage value V 2 of the second constant voltage diode 48. Other configurations are the same as those in the first embodiment.

  Next, the operation will be described. When the car 2 and the counterweight 3 are moved, power is supplied from the power source 18 to each brake coil 17 by the first and second brake control devices 43 and 44 individually. Thereby, all the brake bodies 13 are separated from the rotating body 9, and the braking force applied to the car 2 and the counterweight 3 is released.

  For example, when the car 2 is brought to an emergency stop, the power supply from the power source 18 to each brake coil 17 is stopped simultaneously by the operation of the first and second contacts 20 and 21 of each brake control device 11. At this time, a surge voltage is generated in each of the first and second resistors 45 and 47, and the current of each brake coil 17 flows to each discharge circuit 19.

  FIG. 9 is a graph showing temporal changes in the voltages generated in the first and second resistors 45 and 47 after the power supply to the brake coils 17 in FIG. 8 is stopped. FIG. 10 is a graph showing temporal changes in the currents of the brake coils 17 after power supply to the brake coils 17 of FIG. 8 is stopped.

  As shown in the figure, when power supply to each brake coil 17 is stopped simultaneously at the power supply stop time A, a surge voltage (hereinafter referred to as “first surge voltage”) 49 generated in the first resistor 45 is 1 is maintained at the clamp voltage value V1 by the constant voltage diode 46, and a surge voltage (hereinafter referred to as "second surge voltage") 50 generated in the second resistor 47 is clamped by the second constant voltage diode 48. V2 is maintained (FIG. 9). At this time, the current (hereinafter referred to as “first brake current”) 51 of one brake coil 17 flows through the first resistor 45, and the current of the other brake coil 17 (hereinafter referred to as “second brake current”). ) 52 flows through the second resistor 47. As a result, the first and second brake currents 51 and 52 are rapidly attenuated (FIG. 10). Thereafter, the first and second surge voltages 49 and 50 are continuously reduced, and the first and second brake currents 51 and 52 are also continuously attenuated.

  The time X1 during which the first surge voltage 49 is maintained at the clamp voltage value V1 is set so that the clamp voltage value V1 is lower than the clamp voltage value V2. Therefore, the second surge voltage 50 is maintained at the clamp voltage value V2. Is longer than the time X2. As a result, the second brake current 52 is attenuated in a shorter time than the first brake current 51.

  Therefore, after the braking body 13 of the second brake device main body 42 is separated from the electromagnetic magnet 15, the braking body 13 of the first brake device main body 41 is separated from the electromagnetic magnet 15. Thereafter, each brake body 13 comes into contact with the rotating body 9 at different brake body contact times B and B ′. That is, the brake bodies 13 are in contact with the common rotating body 9 with a time shift. Thereafter, the first and second brake currents 51 and 52 are attenuated, and a braking force is applied to the car 2.

  FIG. 9 also shows temporal changes in surge voltage (hereinafter referred to as “comparative surge voltage”) 53 generated in each resistor when each discharge parallel portion 22 in FIG. 8 is only a resistor. Yes. FIG. 10 also shows temporal changes in the currents of the brake coils 17 (hereinafter referred to as “comparative brake currents”) 54 when the discharge parallel part 22 in FIG. The resistance value of the resistance when the discharge parallel part 22 is only a resistance is the same as the resistance values of the first and second resistances 45 and 47. Therefore, when only the discharge parallel part 22 is a resistor, the voltage applied to the resistor at the power supply stop time A becomes a voltage value V3 higher than the clamp voltage values V1 and V2.

  As shown in the figure, the time from the power supply stop time A to the completion of the attenuation of the first and second brake currents 51 and 52 is from the power supply stop time A to the completion of the attenuation of the brake current 54 for comparison. It is shorter than time. Therefore, the braking body 13 abuts the rotating body 9 earlier when the discharge parallel portion 22 shown in FIG. 8 is applied than when the discharge parallel portion only with resistance is applied, and the braking force applied to the car 2 is increased. It occurs early.

  FIG. 11 is a graph showing temporal changes in the speed of the car 2 (hereinafter simply referred to as “car speed”) 55 after the power supply to each brake coil 17 in FIG. 8 is stopped. As shown in the figure, the car speed 55 increases temporarily, and then continuously decreases as a braking force is applied to the car 2.

  In FIG. 11, in order to compare the time until the car 2 stops, the clamp voltage value V1 of the first constant voltage diode 46 in FIG. 8 is made the same as the clamp voltage value V2 of the second constant voltage diode 48. Also shown are temporal changes in the speed 56 of the car 2 in the case of the above and the speed 57 of the car 2 in the case where each discharge parallel part 22 in FIG.

  As shown in the figure, the time from the power supply stop time A until the car 2 is stopped is when the clamp voltage values of the first and second constant voltage diodes 46 and 48 are both V2 (speed waveform 56). When the first constant voltage diode 46 is set to the clamp voltage value V1 and the second constant voltage diode 48 is set to the clamp voltage value V2 (speed waveform 55), and when each discharge parallel part 22 is only a resistor It becomes longer in the order of (velocity waveform 57).

  In such an elevator brake device, a discharge circuit 19 is individually connected in parallel to each brake coil 17 of a plurality of brake device main bodies 41 and 42, and the discharge parallel portion 22 of each discharge circuit 19 has a clamping voltage. Since the first and second constant voltage diodes 46 and 48 are different from each other, the first and second brake device bodies 41 and 42 are controlled so that the current decay rates of the brake coil 17 are different from each other. be able to. Thereby, the generation | occurrence | production time of the braking force given to the rotary body 9 can be shifted between the 1st and 2nd brake device main bodies 41 and 42, and the impact to the cage | basket | car 2 can be suppressed.

Embodiment 3 FIG.
In the second embodiment, the first and second resistors 45 and 47 have the same resistance value, but the first and second resistors 45 and 47 may have different resistance values. .

  In this example, the resistance value R1 of the first resistor 45 is set larger than the resistance value R2 of the second resistor 47. Further, the first and second constant voltage diodes 46 and 48 are set to the same clamp voltage value V. Other configurations are the same as those of the second embodiment.

  FIG. 12 shows the time of each voltage generated in each of the first and second resistors 45 and 47 after the power supply to each brake coil 17 is stopped in the elevator braking device according to the third embodiment of the present invention. It is a graph which shows a change. FIG. 13 is a graph showing temporal changes in the currents of the brake coils 17 after the power supply to the brake coils 17 is stopped in the elevator brake device according to the third embodiment of the present invention.

  As shown in the figure, when power supply to each brake coil 17 is stopped simultaneously at the power supply stop time A, a surge voltage (hereinafter referred to as “first surge voltage”) 61 generated in the first resistor 45; The surge voltage (hereinafter referred to as “second surge voltage”) 62 generated in the second resistor 47 is maintained at the clamp voltage value V. At this time, the current of one brake coil 17 (hereinafter referred to as “first brake current”) 63 flows through the first resistor 45, and the current of the other brake coil 17 (hereinafter referred to as “second brake current”). ) 64 flows through the second resistor 47. As a result, the first and second brake currents 63 and 64 are rapidly attenuated.

  Since the resistance value R1 of the first resistor 45 is set larger than the resistance value R2 of the second resistor 47, the time Y1 during which the first surge voltage 61 is maintained at the clamp voltage value V It becomes longer than the time Y2 when the surge voltage 62 is maintained at the clamp voltage value V. As a result, the first brake current 63 is attenuated in a shorter time than the second brake current 64. Thereby, after the braking body 13 of the first brake device body 41 is separated from the electromagnetic magnet 15, the braking body 13 of the second brake device body 42 is separated from the electromagnetic magnet 15. Each brake body 13 separated from the electromagnetic magnet 15 contacts the rotating body 9 at different brake body contact times B and B '. The subsequent operation is the same as in the second embodiment.

  In such an elevator brake device, the resistance values R1 and R2 of the first and second resistors 45 and 47 are different from each other. It can be shifted between the brake device main bodies 41 and 42, and the impact on the car 2 can be suppressed.

  In the above example, the clamp voltage values of the first and second constant voltage diodes 46 and 48 are the same. However, as in the second embodiment, the first and second constant voltage diodes 46 are used. , 48 may be different from each other.

Embodiment 4 FIG.
FIG. 14 is a main part circuit diagram showing a brake device for an elevator according to Embodiment 4 of the present invention. In the figure, the discharge circuit 19 has a plurality of discharge parallel portions 22 and diodes 23 connected in series with each other. The respective configurations of the discharge parallel units 22 and the diodes 23 are the same as the configurations of the discharge parallel units 22 and the diodes 23 of the first embodiment. Other configurations are the same as those in the first embodiment.

In such an elevator brake device, since the plurality of discharge parallel portions 22 are connected in series to each other, even if a part of each discharge parallel portion 22 is damaged, the remaining normal discharge parallel portions 22 The current of the brake coil 17 can be attenuated by the portion 22, and the attenuation of the current of the brake coil 17 can be prevented from becoming extremely slow. That is, when there is only one discharge parallel part 22, for example, when the constant voltage diode 25 is open, a high voltage is applied to the circuit. However, by using a plurality of discharge parallel portions 22, it is possible to prevent such a problem from occurring.

Claims (4)

A brake device main body having a brake coil, applying braking force to the car by stopping power supply to the brake coil, and releasing the braking force applied to the car by supplying power to the brake coil, and the brake A discharge circuit connected in parallel to the coil and for attenuating the current of the brake coil when power supply to the brake coil is stopped;
The discharge circuit includes a discharge parallel portion including a resistor and an overvoltage absorption element connected in parallel to the resistor and maintaining a voltage applied to the resistor within a predetermined range. Elevator brake device. A plurality of the discharge circuits connected in parallel individually to each of the plurality of brake device bodies and the brake coils of each of the brake device bodies,
The elevator braking device according to claim 1, wherein the predetermined ranges in which the voltage is maintained by each of the overvoltage absorbing elements are different from each other. A plurality of the discharge circuits connected in parallel individually to each of the plurality of brake device bodies and the brake coils of each of the brake device bodies,
The elevator braking device according to claim 1, wherein resistance values of the resistors are different from each other. The elevator braking apparatus according to claim 1, wherein the discharge circuit includes a plurality of the discharge parallel portions connected in series to each other.

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