KR100720225B1 - Actuator driving method and actuator driving circuit - Google Patents

Abstract

The actuator includes a first coil and a second coil for driving. The capacitor is electrically connected to the first coil and the second coil via a discharge switch capable of selectively supplying electric power charged in the capacitor. An operation portion for operating the discharge switch is electrically connected to the discharge switch. The discharge switch is configured to electrically connect the second coil and the capacitor when the power supply to the operation unit is stopped, for example, during a power failure.

Description

ACTUATOR DRIVING METHOD AND ACTUATOR DRIVING CIRCUIT}

TECHNICAL FIELD This invention relates to the drive method of an actuator for driving the actuator which operates an emergency stop device, etc. of an elevator, for example, and a drive circuit of an actuator.

In a conventional elevator apparatus, an emergency stop apparatus is used in order to prevent the fall of a car (elevator car). Japanese Patent Laid-Open No. 2001-8084O discloses an emergency stop of an elevator that stops the descent of a car by pressing a wedge against a car guide rail to guide the car. The conventional emergency stop device of an elevator is operated by an actuator mechanically interlocked with a speed governor for detecting an abnormality in a car's lifting speed. In such an emergency stop device of an elevator, since the governor is mechanically interlocked with the actuator, it takes time until the braking force is generated from the detection of the abnormality of the car speed.

In addition, if the actuator is to be electrically operated in order to shorten the time required for the braking force to be generated in the car, there is a fear that the actuator will not operate during power failure. Therefore, the reliability of the operation of the emergency stop device is lowered.

MEANS TO SOLVE THE PROBLEM This invention is for solving the above subjects, The method of driving the actuator which can shorten the time taken to operate after abnormality generate | occur | produces, and can also improve the reliability of the operation at the time of a power failure, And a drive circuit for the actuator.

A method of driving an actuator according to the present invention is a method of driving an actuator for driving an actuator having a driving electromagnetic coil electrically connected to a charging unit via a discharge switch. When stopped, the discharge switch is operated to discharge the electric coil from the charging section to drive the actuator.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows typically the elevator apparatus by Example 1 of this invention.

2 is a front view showing the emergency stop device of FIG.

FIG. 3 is a front view showing the emergency stop device at the time of operation of FIG.

4 is a schematic cross-sectional view illustrating the actuator of FIG. 2.

FIG. 5 is a schematic cross-sectional view showing a state when the movable iron core of FIG. 4 is in an operating position. FIG.

FIG. 6 is a circuit diagram illustrating a part of an internal circuit of an output unit of FIG. 1. FIG.

FIG. 7 is a circuit diagram illustrating the discharge switch of FIG. 6. FIG.

8 is an explanatory diagram for explaining a method for driving the actuator of FIG. 2.

FIG. 9 is a table for explaining the operation during normal power supply and power failure at the emergency stop device in FIG. 2; FIG.

10 is an explanatory diagram for explaining a method for driving an actuator according to the second embodiment of the present invention.

FIG. 11 is a table for explaining the operation during normal power supply and power failure each of the emergency stop apparatus according to the second embodiment of the present invention. FIG.

Fig. 12 is a circuit diagram showing a discharge switch of the actuator in the drive circuit according to the third embodiment of the present invention.

Fig. 13 is a sectional plan view showing an emergency stop device for an elevator according to Embodiment 4 of the present invention.

14 is a partially broken side view showing an emergency stop device according to a fifth embodiment of the present invention;

15 is a configuration diagram showing an elevator apparatus according to a sixth embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

<Example 1>

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows typically the elevator apparatus by Example 1 of this invention. In FIG. 1, a pair of car guide rails 2 are provided in the hoistway 1. The car 3 is guided by the car guide rail 2 and lifted in the hoistway 1. At the upper end of the hoistway 1, a hoisting machine (not shown) for elevating the car 3 and the balance weight (not shown) is disposed. The main rope 4 can be wound around the drive sheave of the hoist. The car 3 and the counterweight are suspended in the hoistway 1 by the main rope 4. The car 3 is mounted with a pair of emergency stop devices 33 as braking means facing each car guide rail 2. Each emergency stop device 33 is disposed below the car 3. The car 3 is braked by the operation of each emergency stop device 33.

The car 3 has a car body 27 provided with a car doorway 26 and a car door 28 that opens and closes the car doorway 26. The hoistway 1 is provided with a car speed sensor 31 used as a car speed detecting means for detecting the speed of the car 3 and a control panel 13 for controlling the operation of the elevator.

In the control panel 13, the output part 32 electrically connected to the car speed sensor 31 is mounted. The battery 12 is connected to the output part 32 via the power cable 14. In the output part 32, electric power for detecting the speed of the car 3 is supplied to the car speed sensor 31. The speed detection signal from the car speed sensor 31 is input to the output part 32.

A control cable (moving cable) is connected between the car 3 and the control panel 13. The control cable includes an emergency stop wiring 17 electrically connected between the control panel 13 and each emergency stop device 33 together with a plurality of power lines or signal lines.

In the output part 32, the 1st overspeed which is a value larger than the normal operation speed of the car 3, and the 2nd overspeed which is a value larger than a 1st overspeed are set. The output unit 32 operates the brake device of the hoisting machine when the lifting speed of the car 3 reaches the first overspeed (set overspeed), and emergency stops the operation signal which is the operating power when the second overspeed is reached. It is to output to the apparatus 33. The emergency stop device 33 is activated by the input of an operation signal.

FIG. 2 is a front view showing the emergency stop device 33 of FIG. 1, and FIG. 3 is a front view showing the emergency stop device 33 at the time of operation of FIG. In the figure, the emergency stop device 33 is a wedge 34, which is a braking member that is foldable relative to the car guide rail 2, and a support mechanism portion 35 connected to the lower portion of the wedge 34. And a guide portion 36 disposed above the wedge 34 and fixed to the car 3. The wedge 34 and the support mechanism part 35 are provided so that the guide part 36 can move up and down. The wedge 34 is guided in the direction to be in contact with the car guide rail 2 by the guide part 36 with the upward displacement with respect to the guide part 36, that is, the displacement toward the guide part 36 side.

The support mechanism portion 35 includes a circumferential contact portion 37 which is foldable with respect to the car guide rail 2, an actuation mechanism 38 which displaces the contact portion 37 in a direction to be folded to the car guide rail 2, and It has the support part 39 which supports the contact part 37 and the operation mechanism 38. As shown in FIG. The contact 37 is lighter than the wedge 34 so that it can be easily displaced by the actuation mechanism 38. The actuating mechanism 38 is a contact portion capable of reciprocating displacement between a contact position for bringing the contact portion 37 into contact with the car guide rail 2 and an open position for opening the contact portion 37 from the car guide rail 2. It has the mounting member 40 and the actuator 41 which displaces the contact part mounting member 40. As shown in FIG.

The support part 39 and the contact part attaching member 40 are provided with the support guide hole 42 and the movable guide hole 43, respectively. The inclination angles of the support guide hole 42 and the movable guide hole 43 with respect to the car guide rail 2 are different from each other. The contact portion 37 is slidably attached to the support guide hole 42 and the movable guide hole 43. The contact portion 37 is slid into the movable guide hole 43 with the reciprocating displacement of the contact attachment member 40, and is displaced along the longitudinal direction of the support guide hole 42. As a result, the contact portion 37 is folded at an appropriate angle with respect to the car guide rail 2. When the contact portion 37 contacts the car guide rail 2 when the car 3 descends, the wedge 34 and the support mechanism portion 35 are braked and displaced toward the guide portion 36 side.

The upper part of the support part 39 is provided with the horizontal guide hole 69 extended in the horizontal direction. The wedge 34 is slidably attached to the horizontal guide hole 69. That is, the wedge 34 is capable of reciprocating displacement in the horizontal direction with respect to the support part 39.

The guide part 36 has the inclined surface 44 and the contact surface 45 arrange | positioned so that the car guide rail 2 may be interposed. The inclined surface 44 is inclined with respect to the car guide rail 2 so that the space | interval with the car guide rail 2 becomes small from the upper side. The contact surface 45 is foldable with respect to the car guide rail 2. With the upward displacement of the wedge 34 and the guide portion 36 of the support mechanism portion 35, the wedge 34 is displaced along the inclined surface 44. By this, the wedge 34 and the contact surface 45 are displaced so as to be close to each other, and the car guide rail 2 can be attached between the wedge 34 and the contact surface 45.

FIG. 4 is a schematic cross-sectional view illustrating the actuator 41 of FIG. 2. 5 is typical sectional drawing which shows the state when the movable iron core 48 of FIG. 4 is in an operation position. In the figure, the actuator 41 has a connecting portion 46 connected to the contact portion mounting member 40 (FIG. 2) and a driving portion 47 for displacing the connecting portion 46.

The connection part 46 has the movable iron core (movable part) 48 accommodated in the drive part 47, and the connecting rod 49 extended from the movable iron core 48 to the exterior of the drive part 47, and fixed to the contact mounting member 40. . Moreover, the movable iron core 48 displaces the contact mounting member 40 to the contact position to operate the emergency stop device 33 (FIG. 5), and the contact mounting member 40 to the open position so that the emergency It is displaceable between the normal position (FIG. 4) which releases the operation | movement of the stopping device 33. FIG.

The drive part 47 includes a pair of regulating parts 50a and 50b for restricting the displacement of the movable iron core 48 and side wall portions 50c for connecting the respective regulating parts 50a and 50b to each other and the movable iron core 48 The first coil 51 which displaces the movable iron core 48 in the direction which contact | connects the one control part 50a by receiving the fixed iron core 50 surrounding the () and through the electric current accommodated in the fixed iron core 50; And the second coil 52, the first coil 51, and the second, which are accommodated in the fixed iron core 48 and displace the movable iron core 48 in the direction in contact with the other restricting portion 50b by passing current. It has the annular permanent magnet 53 arrange | positioned between the coils 52. As shown in FIG.

The other restricting portion 50b is provided with a guide hole 54 through which the connecting rod 49 passes. When the movable iron core 48 is in the normal position, the movable iron core 48 is brought into contact with one of the restricting portions 50a, and when the movable iron core 48 is in the operating position.

The first coil 51 and the second coil 52 are annular electromagnetic coils surrounding the connecting portion 46. In addition, the first coil 51 is disposed between the permanent magnet 53 and one regulating part 50a, and the second coil 52 is between the permanent magnet 53 and the other regulating part 50b. Is placed on.

In the state where the movable iron core 48 is in contact with one of the restricting portions 50a, a space for becoming a magnetic resistance exists between the movable iron core 48 and the other restricting portion 50b, so that the permanent magnet 53 The amount of magnetic flux of is larger on the first coil 51 side than on the second coil 52 side, and the movable iron core 48 is kept in contact with one of the restricting portions 50a.

In the state where the movable iron core 48 is in contact with the other restricting portion 50b, a space that becomes a magnetoresistance exists between the movable iron core 48 and the one restricting portion 50a. The magnetic flux amount of 53 is larger on the second coil 52 side than on the first coil 51 side, and the movable iron core 48 is kept in contact with the other regulating portion 50b.

Electric power as an operation signal from the output unit 32 is input to the second coil 52. The second coil 52 generates a magnetic flux opposed to a force for holding the abutment of the movable iron core 48 to one of the restricting portions 50a by the input of an operation signal. Moreover, the electric power as a return signal from the output part 32 is input to the 1st coil 51. As shown in FIG. The first coil 51 generates a magnetic flux opposed to a force for holding the abutment of the movable iron core 48 to the other restricting portion 50b by the input of a return signal.

FIG. 6 is a circuit diagram illustrating a part of an internal circuit of the output unit 32 of FIG. 1. In the figure, the output part 32 is provided with the drive circuit 55 for supplying electric power to the actuator 41, and driving the actuator 41. As shown in FIG. The driving circuit 55 includes a condenser 56 which is a charging unit capable of charging electric power from the battery 12, a charging switch 57 for charging the condenser 56 with electric power of the battery 12, and a condenser ( And a discharge switch 58 for selectively discharging electric power charged in 56 to the first coil 51 and the second coil 52. An operation unit 59 for operating the discharge switch 58 is electrically connected to the discharge switch 58. The movable iron core 48 (FIG. 4) is displaceable from the condenser 56 to either the first coil 51 or the second coil 52 by discharge. In the drive circuit 55, an internal resistor 67 and a diode 68 are provided.

FIG. 7 is a circuit diagram illustrating the discharge switch 58 of FIG. 6. In the figure, the discharge switch 58 removes the charge accumulated in the capacitor 56 and the first relay 61 for discharging the charge stored in the capacitor 56 as a return signal. The second coil 52 has a second relay 62 for discharging as an operation signal.

The first relay 61 is electrically connected to the first coil 51. The second relay 62 is electrically connected to each of the first relay 61, the second coil 52, and the condenser 56.

The first relay 61 is opened by passing a current from the operating unit 59 to the first relay coil 63 and the first relay coil 63 electrically connected to the operation unit 59 (FIG. 6), It has the 1st contact part 64 connected by not passing the electric current from the operation part 59. FIG.

The second relay 62 is connected to the second relay coil 65 electrically connected to the operation unit 59 and the first coil 51 side by passing a current from the operation unit 59 to the second relay coil 65. And a second contact portion 66 which is a contact point at the time of power failure connected to the second coil 52 side by not passing current from the operation portion 59.

The first coil 51 is electrically connected to the condenser 56 when the first contact portion 64 is connected and the second contact portion 66 is connected to the first coil 51 side. . The second coil 52 is electrically connected to the condenser 56 when the second contact portion 66 is connected to the second coil 52 side. That is, the electrical connection with the capacitor | condenser 56 is switchable by the 2nd contact part 66 to the 1st relay 61 and the 2nd coil 52. FIG.

In other words, the electric power charged in the condenser 56 is discharged to the second coil 52 by not passing current through the second relay coil 65. In addition, the electric power charged in the condenser 56 is discharged to the first coil 51 by keeping current flowing through the second relay coil 65 while not passing current through the first relay coil 63. .

The actuator 41 is emergency operated by the discharge from the condenser 56 to the second coil 52. The return operation is performed by the discharge from the capacitor 56 to the first coil 51.

Next, the driving method of the actuator 41 is demonstrated.

8 is an explanatory diagram for explaining a method for driving the actuator 41. In the figure, for example, when the power supply to the operation unit 59 is stopped due to a power failure or the like, the actuator 41 is driven by outputting an operation signal from the output unit 32, and the emergency stop device 33 is emergency operated. (S1). Moreover, when the electric power supply to the operation part 59 is hold | maintained, the output part 32 detects the presence or absence of the abnormality of the speed | rate of the car 3 by the information from the car speed sensor 31 (S2). Here, the speed of the car 3 is considered abnormal when the speed of the car 3 becomes larger than the second set overspeed. When there is an abnormality in the speed of the car 3 by detecting the abnormality of the speed of the car 3, the actuator 41 is driven by outputting an operation signal from the output part 32 to the actuator 41, Emergency stop device 33 is operated by the emergency (S3). If the speed of the car 3 is normal, the standby state of the emergency stop device 33 is maintained without outputting an operation signal from the output unit 32 (S4).

In addition, as shown in FIG. 9, the emergency stop device 33 is capable of standby, emergency operation, and return operation (release operation) when power supply to the operation unit 59 is maintained. When the power supply to the operation unit 59 is stopped, only the emergency operation is performed by outputting the operation signal from the output unit 32.

Next, a specific operation will be described. In normal operation, the contact portion attaching member 40 is positioned at the open position, and the movable iron core 48 is positioned at the normal position. In other words, the actuator 41 is in a standby state. In this state, the wedge 34 is kept apart from the guide portion 36 and is opened from the car guide rail 2. Moreover, the 1st relay coil 63 and the 2nd relay coil 65 pass current together by the electric power supply from the operation part 59. FIG. Thus, the first contact portion 64 is open, and the second contact portion 66 is connected to the first coil 51 side. Furthermore, the capacitor 56 is charged with the power of the battery 12 by the connection of the charging switch 57.

When the speed detected by the car speed sensor 31 reaches the first overspeed, the brake device of the hoisting machine operates. Even after this, the speed of the car 3 rises and the speed detected by the car speed sensor 31 becomes the second overspeed, the operation unit 59 does not pass the current to the second relay coil 65. As a result, the second contact portion 66 is connected to the second coil 52 side, and the electric power charged in the capacitor 56 is discharged to the second coil 52 as an operation signal. That is, the operation signal is output from the output part 32 to each emergency stop device 33.

As a result, magnetic flux is generated around the second coil 52, and the movable iron core 48 is displaced from the normal position to the operating position (FIG. 5). As a result, the contact portion 37 comes into contact with the car guide rail 2 and is pressed firmly to brake the wedge 34 and the support mechanism portion 35 (FIG. 3). The movable iron core 48 is held in the operating position while being brought into contact with the other regulating portion 50b by the magnetic force of the permanent magnet 53.

Since the car 3 and the guide portion 36 are lowered without being braked, the guide portion 36 is displaced toward the lower wedge 34 and the support mechanism portion 35. By this displacement, the wedge 34 is guided along the inclined surface 44, and the car guide rail 2 is attached between the wedge 34 and the contact surface 45. The wedge 19 is displaced further upward by the contact with the car guide rail 2 and is fixed between the car guide rail 2 and the inclined surface 44. As a result, a large friction force is generated between the car guide rail 2, the wedge 19, and the contact surface 45, and the emergency operation of the emergency stop device 33 is completed.

At the time of return, electric power is supplied to the 1st relay coil 63 and the 2nd relay coil 65 from the operation part 59, and the 1st relay coil 63 and the 2nd relay coil 65 bring current together. do. As a result, the first contact portion 64 is opened, and the second contact portion 66 is connected to the first coil 51 side.

Thereafter, the charging switch 57 is connected to charge the capacitor 56 again. Thereafter, the first contact portion 63 is connected to each other without passing current from the operation portion 59 to the first relay coil 63. The electric power charged in the capacitor 56 is discharged to the first coil 51 as a return signal. That is, the return signal is transmitted from the output part 32 to each emergency stop device 33. As a result, the first coil 51 passes through the current, and the movable iron core 48 is displaced from the operating position to the normal position. By raising the car 3 in this state, the pressing of the wedge 34 and the contact surface 45 against the car guide rail 2 is released.

For example, when the power supply to the operation unit 59 is stopped due to a power failure or the like, the power supply to the first relay coil 63 and the second relay coil 66 from the operation unit 59 is stopped together. At this time, the first contact portion 64 is connected, and the second contact portion 66 is connected to the second coil 52 side. As a result, electric power charged in the condenser 56 is discharged to the second coil 52, and the movable iron core 48 is displaced from the normal position to the operating position. After that, in the same manner as above, the emergency stop device 33 is operated in an emergency.

In the driving method of the actuator 41, when the power supply to the operation unit 59 is stopped, the electric power charged in the condenser 56 is discharged to the second coil 52 to drive the actuator 41. The inconvenience of the operation of the actuator 41 can be reduced, and the reliability of the operation of the actuator 41 can be improved. In addition, since the actuator 41 is electrically driven, the time taken for the actuator 41 to operate after the occurrence of an abnormality can be shortened.

Moreover, since the emergency stop device 33 which prevents the fall of the car 3 is operated by the drive of the actuator 41, the actuator 41 can be electrically driven even in the case of a power failure, and the emergency from the abnormal occurrence The time taken to operate the stopper 33 can be shortened. Moreover, the emergency stop device 33 can be operated more reliably, and the fall of the car 3 can be prevented more reliably.

Moreover, since the drive circuit 55 is provided with the 2nd contact part 66 connected to the 2nd coil 52 side when electric power supply is stopped, the actuator 41 can be driven when a power failure is carried out. Thereby, the time taken for the actuator 41 to operate after an abnormality occurs can be shortened, and the reliability of the operation of the actuator 41 can be improved.

<Example 2>

In the event of a power failure, for example, a power supply to the output unit 32 may be maintained by a backup power supply such as a self-generator or the like.

10 is an explanatory diagram for explaining a method for driving the actuator 41 according to the second embodiment of the present invention. In this example, the operation signal is not immediately output from the output unit 32 to the actuator 41 at the time of power failure, and firstly, the output unit 32 detects the presence or absence of power supply to the operation unit 59 by the backup power supply. (S5).

When the power supply to the operation unit 59 is stopped, an operation signal is output from the output unit 32 to the actuator 41 to drive the actuator 41, and the emergency stop device 33 is emergency operated (S1). . When there is power supply to the operation unit 59, the presence or absence of an abnormality in the speed of the car 3 is detected by the output unit 32 (S2).

If the speed of the car 3 is abnormal, the operation signal is output from the output part 32 to the actuator 41 to drive the actuator 41, and the emergency stop device 33 is emergency operated (S3). When the speed of the car 3 is normal, the operation signal is not output from the output unit 32, and the standby state of the emergency stop device 33 is maintained (S4).

As shown in Fig. 11, the emergency stop device 33 is capable of standby, emergency operation and return operation when the power supply to the operation unit 59 is maintained by the normal power supply or the backup power supply. For example, when the power supply to the operation unit 59 is stopped due to a failure of the backup power source or the like during power failure, only the emergency operation is performed by outputting the operation signal from the output unit 32. The other operations are the same as those in the first embodiment.

In such a driving method of the actuator 41, since the power supply to the operation unit 59 is maintained by the backup power supply at the time of power failure, the power supply by the backup power supply can be used, so that the frequency of operation of the actuator 41 is increased. Can be reduced. As a result, the life of the emergency stop device 33 can be extended.

<Example 3>

Fig. 12 is a circuit diagram showing the discharge switch of the actuator to the drive circuit according to the third embodiment of the present invention. In this example, the discharge switch 71 is a return switch for interrupting electrical connection between the first coil 51 and the condenser 56, the first semiconductor switch 72, the second coil 52 and the condenser 56. Is electrically connected in parallel to the second semiconductor switch 73 and the second semiconductor switch 73 to control the electrical connection between the second coil 52 and the condenser 56. It has a relay 74 which is an operation switch.

The first semiconductor switch 72 has a contact portion 75 at the time of power supply connected by an input of a connection signal which is an electrical signal from the operation unit 59, and the second semiconductor switch 73 is provided from the operation unit 59. Has a power supply contact portion 76 that is connected and operated by an input of a connection signal that is an electrical signal of. In addition, the relay 74 is opened by passing a current from the operation unit 59 to the relay coil 77 electrically connected to the operation unit 59 (FIG. 6) and the operation unit 59. The contact portion 78 has a contact portion at the time of power failure by preventing the current from passing through.

The operation time of each of the first semiconductor switch 72 and the second semiconductor switch 73, that is, the connection time of the contact portions 75 and 76 when the power is supplied, is the operation time of the relay 74, that is, the contact portion at the time of power failure. It is shorter than the connection time of (78). In this example, the operation time of each of the first semiconductor switch 72 and the second semiconductor switch 73 is 1 ms, and the operation time of the relay 74 is 10 ms.

When the operation unit 59 displaces the movable iron core 48 of the actuator 41 to the operating position to operate the emergency stop device 33, the operation unit 59 outputs a connection signal to the second semiconductor switch 73 and at the same time, relay coils. The power supply to 77 is stopped. Moreover, when the operation part 59 returns the emergency stop device 33 by displacing the movable iron core 48 of the actuator 41 to a normal position, the operation part 59 stops output of the connection signal to the 2nd semiconductor switch 73, A current is passed through the relay coil 77 and a connection signal is output to the first semiconductor switch 72. Other configurations are the same as those in the first embodiment.

Next, the operation will be described. In normal operation, the actuator 41 is in a standby state. In this state, output of the connection signal from the operation part 59 to the 1st semiconductor switch 72 and the 2nd semiconductor switch 73 is stopped. Moreover, electric power is supplied to the relay coil 77 from the operation part 59, and the contact part 78 is opened at the time of power failure. Furthermore, the capacitor 56 is charged with the power of the battery 12 by the charge switch 57.

When the speed detected by the car speed sensor 31 reaches the first overspeed, the brake device of the hoisting machine operates. Even after this, the speed of the car 3 rises and the speed detected by the car speed sensor 31 becomes the second overspeed, the operation unit 59 does not pass the current to the second relay coil 65. At the same time, the connection signal is output from the operation unit 59 to the second semiconductor switch 73. As a result, each of the contact portion 76 and the second contact portion 66 are contact-connected at the time of power supply. As a result, the electric power charged in the condenser 56 is discharged to the second coil 52 as an operation signal. That is, the operation signal is output from the output part 32 to each emergency stop device 33. The subsequent operation is the same as in the first embodiment.

At the time of return, the output of the connection signal to the second semiconductor switch 73 is stopped to open the contact portion 76 at the time of power supply, and the contact portion at the time of power failure by supplying power to the relay coil 77 from the operation portion 59. (78) is opened. After recharging the capacitor 56, the connection signal is output from the operation unit 59 to the first semiconductor switch 72. As a result, the contact portion 75 is contact-connected at the time of power supply, and the electric power charged in the capacitor 56 is discharged to the first coil 51. The subsequent operation is the same as in the first embodiment.

For example, when power supply to the operation unit 59 is stopped due to a power failure or the like, output of the connection signal from the operation unit 59 to the first semiconductor switch 72 and the second semiconductor switch 73 is stopped, and the operation unit 59 Power supply to the relay coil 77 is also stopped. At this time, the contact parts 75 and 76 are opened when the power is supplied, and the contact parts 78 are connected when the power failure occurs. As a result, the electric power charged in the condenser 56 is discharged to the second coil 52 as an operation signal, and the emergency stop device 33 is operated in an emergency as described above.

In such a driving circuit, since the connection speed of the contact portion 76 at the time of power supply connected by the input of the connection signal is faster than the connection speed of the contact portion 78 at the time of power failure, abnormality occurs during normal power supply. Then, the time taken until the operation of the actuator 41 can be further shortened, and furthermore, at the time of power failure, the operation reliability of the actuator 41 can be improved by the operation of the contact portion 78 at the time of power failure.

As in the second embodiment, the power supply to the output unit 32 may be maintained at the time of power failure by using the backup power supply. In this case, the driving method of the actuator 41 is the same as that of the second embodiment.

<Example 4>

Fig. 13 is a plan sectional view showing an emergency stop apparatus for an elevator according to the fourth embodiment of the present invention. In the figure, the emergency stop device 155 includes a wedge 34, a support mechanism 156 connected to the lower part of the wedge 34, and a guide part disposed above the wedge 34 and fixed to the car 3. Has 36 The support mechanism 156 is movable up and down with the wedge 34 with respect to the guide part 36.

The support mechanism portion 156 includes a pair of contact portions 157 foldable with respect to the car guide rail 2, a pair of link members 158a and 158b connected to the respective contact portions 157, and each contact portion 157. Actuator 41, each contact portion 157, and each link as in Embodiment 1 in which one link member 158a is displaced relative to the other link member 158b in a direction in which the car guide rail 2 is folded. It has the support part 160 which supports the member 158a, 158b, and the actuator 41. As shown in FIG. The horizontal shaft 17O passed through the wedge 34 is fixed to the support 16O. The wedge 34 is capable of reciprocating displacement with respect to the horizontal axis 170 in the horizontal direction.

Each of the link members 158a and 158b intersects each other at a portion from one end to the other end. Moreover, the support part 160 is provided with the connection member 161 which connects each link member 158a, 158b so that rotation is possible in the mutually intersecting part of each link member 158a, 158b. Moreover, one link member 158a is rotatably provided with respect to the other link member 158b about the connection part 161. As shown in FIG.

Each contact portion 157 is displaced in a direction in contact with the car guide rail 2 by being displaced in the direction in which the respective outer ends of the link members 158a and 158b are close to each other. In addition, each contact portion 157 is displaced in a direction away from the car guide rail 2 by displacing each outer end of the link members 158a and 158b from each other.

The actuator 41 is disposed between the outer end portions of the link members 158a and 158b. Moreover, the actuator 41 is supported by each link member 158a, 158b. In addition, the connecting portion 46 is connected to one link member 158a. The fixed iron core 50 is fixed to the other link member 158b. The actuator 41 is rotatable about the coupling member 161 together with the link members 158a and 158b.

The movable iron core 48 is a car guide rail when each contact portion 157 is in contact with the guide rail 2 when the abutment portion 50a is in contact with one of the restricting portions 50a. It is supposed to open from (2). That is, the movable iron core 48 is displaced to the operating position by the displacement in the direction in which it is in contact with one of the regulating portions 50a, and is normally operated by the displacement in the direction in which it is in contact with the other regulating portion 50b. Is displaced into Other configurations are the same as those in the first embodiment.

Next, the operation will be described.

The operation until the operation signal is output from the output unit 32 to each emergency stop device 33 is the same as in the first embodiment.

When an operation signal is input to each emergency stop device 33, magnetic flux is generated around the first coil 51, and the movable iron core 48 is displaced in a direction approaching one of the restricting portions 50a. Displacement from position to operating position. At this time, each contact portion 157 is displaced in a direction approaching each other, and contacts the car guide rail (2). As a result, the wedge 34 and the support mechanism 156 are braked.

Thereafter, the guide portion 36 is continuously lowered to approach the wedge 34 and the support mechanism portion 156. By this, the wedge 34 is guided along the inclined surface 44, and the car guide rail 2 can be attached between the wedge 34 and the contact surface 45. After this, it operates similarly to the first embodiment, and the car 3 is braked.

At the time of return, the return signal is transmitted from the output part 32 to the second coil 52. As a result, magnetic flux is generated around the second coil 52, and the movable iron core 48 is displaced from the operating position to the normal position. Thereafter, as in the first embodiment, the pressing of the wedge 34 and the contact surface 45 against the car guide rail 2 is released.

Also in the elevator apparatus using such an emergency stop device 155, the reliability of operation can be improved by providing the drive circuit (FIG. 7, FIG. 12) shown in Example 1 or 2 in the output part 32. As shown in FIG.

<Example 5>

14 is a partially broken side view showing an emergency stop apparatus according to a fifth embodiment of the present invention. In the figure, the emergency stop device 175 includes a wedge 34, a support mechanism 176 connected to the lower part of the wedge 34, and a guide disposed above the wedge 34 and fixed to the car 3. It has a part 36.

The support mechanism part 176 has the actuator 41 similar to Example 1, and the link member 177 displaced by the displacement of the connection part 46 of the actuator 41. FIG.

The actuator 41 is fixed to the lower portion of the car 3 so that the connecting portion 46 is reciprocally displaced in the horizontal direction with respect to the car 3. The link member 177 is rotatably provided on the fixed shaft 180 fixed to the lower part of the car 3. The fixed shaft 180 is disposed below the actuator 41.

The link member 177 has a first link portion 178 and a second link portion 179 extending in different directions from the fixed shaft 180, respectively, and the overall shape of the link member 177 is roughly ' It is in the form of a letter. That is, the second link portion 179 is fixed to the first link portion 178, and the first link portion 178 and the second link portion 179 can be integrally rotated around the fixed shaft 1800. It is supposed to be done.

The length of the first link portion 178 is longer than the length of the second link portion 179. In addition, an elongated hole 182 is provided in the tip portion of the first link portion 178. A slide pin 183 slidably passed through the long hole 182 is fixed to the lower portion of the wedge 34. In other words, the wedge 34 is slidably connected to the tip of the first link portion 178. The tip portion of the connecting portion 46 is rotatably connected to the tip portion of the second link portion 179 via the connecting pin 181.

The link member 177 has a normal position in which the wedge 34 is opened at the lower portion of the guide portion 36 and an operating position in which the wedge 34 is fixed between the car guide rail and the guide portion 36. The reciprocating displacement is possible between them. The connection portion 46 protrudes from the drive portion 47 when the link member 177 is in the operating position and is retracted to the drive portion 47 when the link member 177 is in the normal position. Other configurations are the same as those in the first embodiment.

Next, the operation will be described. The operation until the operation signal is output from the output unit 32 to each emergency stop device 175 is the same as in the first embodiment.

When an activation signal is input to each emergency stop device 175, the connection 46 is advanced. Thereby, the link member 177 is rotated about the fixed shaft 1800, and is displaced to an operating position. As a result, the wedge 34 contacts the guide portion 36 and the car guide rail, and is fixed between the guide portion 36 and the car guide rail. As a result, the car 3 is braked.

At the time of return, the return signal is transmitted from the output part 32 to the emergency stop device 175 and is moved in the direction in which the connecting part 46 is retracted. In this state, the car 3 is raised and the fixing of the wedge 34 between the guide part 36 and the car guide rail is released.

In an elevator apparatus using such an emergency stop device 175, the reliability of operation can be improved by providing the drive circuit (FIG. 7, 12) shown in Example 1 or 2 in the output part 32. As shown in FIG.

<Example 6>

It is a block diagram which shows the elevator apparatus by Example 6 of this invention. In the upper part of the hoistway, a driving device (a hoist) 191 and a deflector sheave 192 are provided. The main rope 193 may be wound around the driving sheave 191a and the deflector sheave 192 of the driving device 191. The car 194 and the counterweight 195 are suspended in the hoistway by the main rope 193.

In the lower part of the car 194, a mechanical emergency stop device 196 is mounted on the lower part of the car 194 to engage the guide rail (not shown) to emergency stop the car 194. At the top of the hoistway, a speed governor sheave 197 is arranged. At the lower part of the hoistway, a tension sheave 198 is disposed. The governor rope 199 may be wound around the governor reinforcement vehicle 197 and the tension sheave 198. Both ends of the governor rope 199 are connected to the operation lever 196a of the emergency stop device 196. Accordingly, the governor wheels 197 are rotated at a speed corresponding to the traveling speed of the car 194.

The governor wheels 197 are provided with a sensor 200 (for example, an encoder) that outputs a signal for detecting the position and speed of the car 194. The signal from the sensor 200 is input to the output unit 201 mounted on the control panel 13.

In the upper part of the hoistway, the governor rope gripping apparatus 202 which catches the governor rope 199 and stops circulation is provided. The governor rope gripping apparatus 202 has a hold portion 203 for holding the governor rope 199 and an actuator 41 for driving the gripping portion 203. The configuration of the actuator 41 is the same as that of the first embodiment.

When the operation signal from the output part 201 is input to the governor rope gripping apparatus 202, the holding part 203 is displaced by the driving force of the actuator 41, and the movement of the governor rope 199 is stopped. When the governor rope 199 is stopped, the operation lever 196a is operated by the movement of the car 194, the emergency stop device 196 is operated, and the car 194 is stopped.

Thus, in the elevator apparatus which inputs the operation signal from the output part 201 to the electronically-driven governor rope gripping apparatus 202, the drive circuit (FIG. 7, FIG. 12) shown in Example 1 or 2 is output. The reliability can be improved by installing in the part 201.

Moreover, in each said embodiment, although the drive circuit of the actuator 41 was provided in the control panel which controls the operation of an elevator, when the safety device is used separately from a control panel, the drive circuit of the actuator 41 is provided in this safety device. Also good. In this case, a safety device is mounted in a car, for example.

Moreover, in each said embodiment, although the electric cable is used as a transmission means for supplying electric power from an output part to an emergency stop device, even if the radio communication apparatus which has a transmitter provided in the output part and the receiver provided in the emergency stop device is used, Okay. Moreover, you may use the optical fiber cable which transmits an optical signal.

In each of the above embodiments, the emergency stop device is braked against the overspeed of the car downward, but the emergency stop device is mounted upside down and the vehicle is braked against the overspeed upward. It's okay to do it.

Claims (6)

In a driving method of an actuator for driving an actuator having an electromagnetic coil electrically connected to a live part through a discharge switch, And when the electric power supply to the operation unit for operating the discharge switch is stopped, the discharge switch is operated to discharge from the charging unit to the electromagnetic coil, and the actuator is driven. The method of claim 1, And a power supply to the operation unit by a backup power supply in case of power failure. The method according to claim 1 or 2, And an emergency stop device for preventing the fall of the car of the elevator by the driving of the actuator. In the drive circuit of the actuator which discharges the electric power charged in the charging part to the said electromagnetic coil in order to drive the actuator which has an electromagnetic coil, A discharge switch including a contact portion during a power failure operated when the power supply is stopped, And the electric power charged in the charging section is discharged to the electronic coil by the operation of the contact section at the time of power failure, thereby driving the actuator. The method of claim 4, wherein the discharge switch It is further provided with a contact portion when the power supply is operated by the input of the electrical signal and the operating speed is faster than the contact portion during the power failure, And a contact portion at the time of power failure and at least one of the contact portions at the time of power supply to be discharged from the charging portion to the electromagnetic coil. The method according to claim 4 or 5, And an emergency stop device for preventing the fall of the car of the elevator by the driving of the actuator.

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