JPWO2010137134A1 - Elevator equipment - Google Patents

Abstract

In the elevator apparatus, the operation control device controls the operation of the car. The operation control device generates an operation command signal for operating the brake device. The brake control device controls the brake device according to an operation command signal from the operation control device. When the failure of the brake control device is detected, the control by the brake control device is invalidated and the brake device is directly operated by the operation command signal.

Description

  The present invention relates to an elevator apparatus having a brake control device capable of controlling a braking force of a brake device.

  In the conventional elevator apparatus, when a failure is detected by the self-diagnosis of the brake control apparatus, the energization to the contactor of the brake coil is immediately cut off, and the car is emergency stopped (for example, refer to Patent Document 1).

WO2007 / 060733A1

  In the conventional elevator apparatus as described above, the car is emergency-stopped when a failure of the brake control device is detected, so there is a possibility that passengers may be trapped in the car, and maintenance personnel need to perform rescue work each time. There was a problem.

  The present invention has been made to solve the above-described problems, and enables braking and release of the brake device even when the brake control device fails, and prevents a passenger from being trapped in the car. It aims at obtaining the elevator apparatus which can be performed.

  The elevator apparatus according to the present invention generates a car, a brake device for braking the car, an operation command signal for operating the brake device, an operation control device for controlling the operation of the car, and an operation command signal. A brake control device for controlling the braking force of the brake device is provided. When a failure of the brake control device is detected, the control by the brake control device is invalidated and the brake device is directly operated by an operation command signal.

  In the elevator apparatus of the present invention, the brake apparatus is operated using the operation command signal from the operation control apparatus when the brake control apparatus is detected to be in failure. It is possible to prevent passengers from being trapped in the car.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a block diagram which shows the principal part of the elevator apparatus of FIG. It is a flowchart which shows the deceleration control operation | movement of the brake control apparatus of FIG. It is a flowchart which shows the abnormality diagnosis operation | movement of the brake control apparatus of FIG. It is a graph which shows the relationship between the 1st and 2nd threshold value of the car deceleration set to the brake control apparatus of FIG. 1, and a car position. It is a block diagram which shows the signal switching part of FIG. It is a graph which shows an example of the brake current command signal produced | generated by the output control logic circuit part of FIG.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a car 1 and a counterweight 2 are suspended in a hoistway by a main rope 3 as a suspension means, and are raised and lowered in the hoistway by a driving force of a hoisting machine 4.

  The hoisting machine 4 includes a driving sheave 5 around which the main rope 3 is wound, a hoisting machine motor 6 that rotates the driving sheave 5, and a brake device 7 that brakes the rotation of the driving sheave 5. The brake device 7 includes a brake drum (brake wheel) 8 that is coaxially coupled to the drive sheave 5, a brake shoe 9 that is in contact with and separated from the brake drum, and a brake spring that presses the brake shoe 9 against the brake drum 8 and applies a braking force. And an electromagnetic magnet that releases the braking force by releasing the brake shoe 9 from the brake drum 8 against the brake spring. That is, an electromagnetic brake is used as the brake device 7.

  The hoisting machine motor 6 is provided with a hoisting machine encoder 10 as a first speed detecting unit that generates a signal corresponding to the rotational speed of the rotating shaft, that is, the rotational speed of the drive sheave 5. The hoisting machine encoder 10 generates two independent detection signals.

  An upper hoistway switch 11 is provided near the upper terminal floor of the hoistway. A lower hoistway switch 12 is provided in the vicinity of the lower terminal floor of the hoistway. The hoistway switches 11 and 12 are used as position correction switches for detecting the absolute position of the car 1 and correcting the car position information. An operation cam 13 for operating the hoistway switches 11 and 12 is attached to the car 1.

  A car shock absorber 14 and a counterweight shock absorber 15 are installed at the bottom (pit) of the hoistway. The car shock absorber 14 is disposed directly below the car 1. The counterweight buffer 15 is disposed directly below the counterweight 2.

  A governor sheave 16 is provided in the upper part of the hoistway. A tension wheel 17 is provided at the lower part of the hoistway. A governor rope (overspeed detection rope) 18 is wound around the governor sheave 16 and the tension wheel 17. Both ends of the governor rope 18 are connected to the car 1. The governor rope 18 is circulated as the car 1 moves up and down. As a result, the governor sheave 16 and the tension wheel 17 are rotated at a speed corresponding to the traveling speed of the car 1.

  The governor sheave 16 is provided with a governor encoder 19 as a second speed detecting unit that generates a signal corresponding to the rotational speed of the governor sheave 16, that is, the speed of the car 1. The governor encoder 19 generates two independent detection signals.

  The brake device 7 is controlled by the brake control device 20. Signals from the hoisting machine encoder 10, the hoistway switches 11 and 12, and the governor encoder 19 are input to the brake control device 20. In addition, a signal corresponding to the current of the electromagnetic magnet of the brake device 7 is input to the brake control device 20.

  The brake control device 20 controls the braking force of the brake device 7 according to the signal from the hoisting machine encoder 10 and the current signal (brake current value) of the electromagnetic magnet. Further, the brake control device 20 controls the braking force of the brake device 7 so that the deceleration of the car 1 does not become excessive when the car 1 is brought to an emergency stop.

  The operation of the car 1 is controlled by the operation control device 21. That is, the operation control device 21 controls the hoisting machine motor 6 and the brake control device 20. The operation control device 21 has an operation control microcomputer. The brake control device 20 has a brake control microcomputer.

  The brake control device 20 has a duplicated calculation unit, that is, a first calculation unit and a second calculation unit, and can detect its own failure by comparing the calculation results.

  FIG. 2 is a block diagram showing a main part of the elevator apparatus of FIG. A brake coil (electromagnetic coil) 22 is provided in the electromagnetic magnet of the brake device 7. By passing a current through the brake coil 22, the electromagnetic magnet is excited, an electromagnetic force for releasing the braking force of the brake device 7 is generated, and the brake shoe 9 is separated from the brake drum 8. Also, by energizing the brake coil 22, the excitation of the electromagnetic magnet is released, and the brake shoe 9 is pressed against the brake drum 8 by the spring force of the brake spring. Furthermore, the braking force of the brake device 7 can be controlled by controlling the value of the current flowing through the brake coil 22.

  The brake coil 22 is connected to the power supply device 24 via the brake coil contactor 23. The brake coil contactor 23 is connected to a power supply device 24 via a safety circuit switch group 25. The safety circuit switch group 25 includes a plurality of safety switches connected in series. When at least one of these safety switches is opened, the energization to the brake coil contactor 23 is interrupted and the energization to the brake coil 22 is also interrupted.

  The operation control device 21 includes a brake operation command generation unit 21 a that generates an operation command signal for operating the brake device 7. The operation command signal includes a contactor command signal Sc1 for instructing on / off of energization to the brake coil contactor 23 and a brake command for instructing on / off of energization to the brake coil 22 (suction / drop of the brake shoe 9). A signal Sb1 is included.

  A signal switching unit 26 is provided between the operation control device 21 and the brake control device 20 and the brake device 7. The signal switching unit 26 is connected to the operation control device 21 and the brake control device 20. When the brake control device 20 detects its own failure, the brake control device 20 outputs a failure detection signal Sabn to the signal switching unit 26.

  Based on the contactor command signal Sc1, the brake control device 20 generates a contactor command signal Sc2 for commanding on / off of energization to the brake coil contactor 23 and outputs the contactor command signal Sc2 to the signal switching unit 26. Further, the brake control device 20 generates a brake control signal Sb2 for controlling the voltage applied to the brake coil 22 based on the brake command signal Sb1, and outputs the brake control signal Sb2 to the signal switching unit 26.

  The signal switching unit 26 generates a contactor command signal Sc3 for commanding on / off of energization to the brake coil contactor 23 and a brake control signal Sb3 for controlling a voltage applied to the brake coil 22.

  When the brake control device 20 is normal, that is, when the failure detection signal Sabn is not input, the contactor command signal Sc3 remains the contactor command signal Sc2, and the brake control signal Sb3 remains the brake control signal Sb2.

  On the other hand, when the failure of the brake control device 20 is detected, that is, when the failure detection signal Sabn is input, the signal switching unit 26 receives the contactor command signal Sc2 and the brake control signal Sb2 from the brake control device 20. Based on the contactor command signal Sc1 and the brake command signal Sb1 from the operation control device 21, the power supply to the brake coil contactor 23 is controlled and the voltage of the brake coil 22 is controlled.

  In this way, the signal switching unit 26 switches between valid / invalid of control by the brake control device 20 based on whether or not a failure is detected in the brake control device 20. When the failure of the brake control device 20 is detected, the signal switching unit 26 invalidates the control by the brake control device 20 and directly operates the brake device 7 based on the operation command signal generated by the operation control device 21.

FIG. 3 is a flowchart showing the deceleration control operation of the brake control device 20 of FIG. 1, and the first and second calculation units of the brake control device 20 simultaneously execute the processes shown in FIG. 3 in parallel. . In FIG. 3, the brake control device 20 initially sets a plurality of parameters necessary for processing (step S1). In this example, the car speed (drive sheave speed) V0 [m / s] used for car stop determination, the car speed V1 [m / s] for stopping the deceleration control, and the current value threshold value I0 of the brake coil 22 are used as parameters. [A] and first and second threshold values γ1 [m / s ² ] and γ2 [m / s ² ] (γ1 <γ2) of the car deceleration are set.

The processing after the initial setting is periodically repeated at a preset sampling cycle. That is, the brake control device 20 takes in a signal from a sensor group such as the hoisting machine encoder 10 at a predetermined cycle (step S2). Next, the car speed V [m / s] and the car deceleration γ [m / s ² ] are calculated based on the signal from the hoisting machine encoder 10 (step S3).

  Thereafter, it is determined whether or not the car 1 is in an emergency stop operation (step S4). Specifically, the brake control device 20 performs the emergency stop operation of the car 1 when the car speed (motor rotation speed) is larger than the stop determination speed V0 and the brake current value is smaller than the stop determination current value I0. It is determined that If the emergency stop operation is not being performed, the deceleration control is not performed (step S10).

  If the emergency stop operation is being performed, it is determined whether or not the car deceleration γ is larger than the first threshold γ1 (step S5). If γ ≦ γ1, deceleration control is not performed (step S10). If γ> γ1, deceleration control is started (step S6).

  Here, when the car 1 is in an emergency stop, the energization to the hoisting motor 6 is also cut off, so that the load on the car 1 side can be reduced between when the emergency stop command is generated and when the braking force is actually applied. There are a case where the car 1 is accelerated and a case where the car 1 is decelerated due to imbalance with the load of the counterweight 2.

  If γ ≦ γ1, the brake control device 20 determines that the car 1 is accelerated immediately after the emergency stop command is generated, and does not perform the deceleration control so that the braking force is applied immediately. Apply power immediately. If γ> γ1, it is determined that the car 1 is decelerated, and deceleration control is performed so that the deceleration does not become excessive.

  In the deceleration control, the brake control device 20 determines whether the car deceleration γ is larger than the second threshold value γ2 (step S7). If γ> γ2, in order to suppress the car deceleration γ, a deceleration control switch (not shown) is turned ON / OFF at a preset switching duty (for example, 50%) (step S8). Thereby, a predetermined voltage is applied to the brake coil 22 and the braking force of the brake device 7 is controlled.

  If γ ≦ γ2, the deceleration control switch remains open. Thereafter, the brake control device 20 performs control stop determination (step S9). In the control stop determination, it is determined whether the car speed V is less than the threshold value V1. If V ≧ V1, the process directly returns to the input process (step S2). If V <V1, the deceleration control is terminated (step S10), and the process returns to the input process (step S2).

  Next, FIG. 4 is a flowchart showing an abnormality diagnosis operation of the brake control device 20 of FIG. The first and second arithmetic units of the brake control device 20 call a diagnostic process as shown in FIG. 4 when each process after the input process (step S2) in FIG. 3 is completed.

  In the abnormality diagnosis operation, the consistency between the input value from the sensor and the calculation value by the first and second calculation units is determined (step S11). Specifically, if the difference between the input value and the calculated value is within a predetermined range, it is determined that there is no abnormality, and the process returns to the next process in FIG. If the difference between the input value and the calculated value exceeds a predetermined range, it is determined that there is an abnormality, and the failure detection signal Sabn is output to the signal switching unit 26 (step S12).

  FIG. 5 is a graph showing the relationship between the first and second threshold values of the car deceleration set in the brake control device 20 of FIG. 1 and the car position. As shown in FIG. 5, the first and second threshold values γ1 and γ2 are set in the first and second arithmetic units of the brake control device 20 so as to change according to the car position. Specifically, the first and second threshold values γ1 and γ2 near the terminal floor are set so as to gradually increase toward the terminal floor.

  FIG. 6 is a block diagram showing the signal switching unit 26 of FIG. The changeover switch unit 27 is switched according to the failure detection signal Sabn. 6 shows a state in which no failure of the brake control device 20 is detected, and the brake control signal Sb2 from the brake control device 20 is output as it is as the brake control signal Sb3.

  When a failure of the brake control device 20 is detected, the changeover switch unit 27 is switched, and the brake current command signal Sb4 generated by the output control logic circuit unit 28 is output as the brake control signal Sb3. The output control logic circuit unit 28 includes a brake command signal Sb1 from the operation control device 21, a brake switch signal from a brake switch (not shown) for detecting the position of the brake shoe 9, and a signal from the PWM generation circuit unit 29. Based on the above, a brake current command signal Sb4 is generated.

  FIG. 7 is a graph showing an example of the brake current command signal Sb4 generated by the output control logic circuit unit 28 of FIG. When receiving the brake command signal Sb1 for releasing the braking force, the output control logic circuit 28 outputs a predetermined current command value I1. Thereafter, when it is detected that the brake shoe 9 is separated from the brake drum 8 at time t1, the output control logic circuit 28 reduces the current command value to I2 (I1> I2). This is because the suction voltage required to hold the brake shoe 9 at the release position can be smaller than the suction voltage required to displace the brake shoe 9 from the braking position (drop position) to the release position (suction position). .

  The PWM generation circuit unit 29 generates a signal for changing the duty ratio of the PWM control. The duty ratio of the PWM generation circuit unit 29 can be changed by operating a rotary switch or the like. That is, the control voltage suitable for the brake device 7 to be controlled is selected by setting the duty ratio in advance by operating a rotary switch or the like. Thereby, it can respond to various brake devices 7 with a common circuit structure.

  In such an elevator device, the brake device 7 is operated using the operation command signal from the operation control device 21 when the failure of the brake control device 20 is detected. 7 can be braked and released, and passengers can be prevented from being trapped in the car 1.

  Further, when the braking force of the brake device 7 is released when a failure of the brake control device 20 is detected, a preset suction voltage is applied according to the state of the brake shoe 9 (feeding back the state of the brake shoe 9). Since it is applied to the coil 22, the voltage applied to the brake coil 22 can be suppressed to the minimum necessary, burning of the brake coil 22 can be prevented, and power saving can be achieved.

In the above example, the brake control device 20 performs the deceleration control at the time of emergency stop. However, the control of the brake device 7 by the brake control device 20 is not limited to this, for example, the operation of the brake device 7 You may perform control etc. which reduce a sound.
In the above example, the failure of the brake control device 20 is detected by the brake control device 20 itself, but may be detected by the operation control device 21 or another monitoring device.
Further, in the above example, the output control logic circuit unit 28 is provided in the signal switching unit 26, but the present invention is not limited to this, and may be provided in the operation control device 21, for example.
Furthermore, the output destination of the signal may be switched by the operation control device 21 without using the signal switching unit 26 independent of the operation control device 21.

  If a failure of the brake control device 20 is detected, the failure is notified to the management center or the like, and the operation of the car 1 is continued with the brake control device 20 disconnected until the maintenance staff inspects and repairs. Also good. Further, when a failure of the brake control device 20 is detected, the car 1 is moved to a predetermined floor or the nearest floor with the brake control device 20 disconnected and stopped, and then maintenance and inspection are performed. Until then, the operation of the elevator apparatus may be stopped.

Further, two or more brake devices 7 may be provided.
Furthermore, in the above example, the brake device 7 that brakes the rotation of the drive sheave 5 is shown. However, the brake device holds a suspension means to brake the car 1 (such as a rope brake) or the car 1. A brake (cage brake) that engages with a guide rail and brakes the car 1 may be used.
The suspension means may be a belt.
Furthermore, although the 1: 1 roping type elevator apparatus is shown in FIG. 1, the roping method is not limited to this, and may be, for example, 2: 1 roping.
Furthermore, in the above example, the car 1 is raised and lowered by one hoisting machine 4, but an elevator apparatus using a plurality of hoisting machines may be used.

Claims (4)

Basket,
A brake device for braking the running of the car;
An operation control signal for generating an operation command signal for operating the brake device, and controlling the operation of the car; and a brake control device for controlling a braking force of the brake device according to the operation command signal.
An elevator device that, when detecting a failure of the brake control device, invalidates control by the brake control device and operates the brake device directly by the operation command signal. Further comprising a signal switching unit provided between the operation control device and the brake control device and the brake device,
The elevator apparatus according to claim 1, wherein the signal switching unit switches between valid / invalid of control by the brake control device based on whether or not a failure of the brake control device is detected.   The elevator device according to claim 1, wherein the brake control device has a duplicated calculation unit and is capable of detecting its own failure by comparing the calculation results. The brake device includes a brake shoe that is brought into contact with and separated from the brake drum, a brake spring that presses the brake shoe against the brake drum and applies a braking force, and the brake shoe is separated from the brake drum against the brake spring. An electromagnetic magnet that releases the braking force
2. The elevator apparatus according to claim 1, wherein when the braking force of the brake device is released when a failure of the brake control device is detected, an attraction voltage preset according to the state of the brake shoe is applied to the electromagnetic magnet. .

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