KR101121343B1 - Elevator apparatus - Google Patents

Abstract

In the elevator apparatus, the brake control device operates the brake device when an abnormality is detected and the first brake control unit makes an emergency stop of the car, and the deceleration of the car during the emergency braking operation of the first brake control unit is higher than or equal to the threshold value. And a second brake control unit for reducing the braking force of the brake device, wherein the second brake control unit has first and second arithmetic units that independently perform operations for reducing the braking force of the brake device by arithmetic processing. In the first calculation unit, the threshold value is set to change according to the car position, and the second calculation unit is set in the same way as in the first calculation unit.

Description

Elevator device {ELEVATOR APPARATUS}

The present invention relates to an elevator device having a brake control device that can control the deceleration of the car during emergency braking.

In the conventional brake device of an elevator, the braking force of the electromagnetic brake is controlled so that the deceleration of the car becomes a predetermined value at the time of emergency braking based on the deceleration command value and the speed signal (see Patent Document 1, for example).

Moreover, in the conventional elevator apparatus, when an emergency stop command generate | occur | produces, if a car is traveling toward the terminal floor near the terminal floor, the car decelerates rapidly and stops at a large deceleration speed. When the emergency stop command is generated, the car is decelerated and stopped at a sufficiently low deceleration unless the car is traveling toward the end floor in the vicinity of the end floor (see Patent Document 2, for example).

Patent Document 1: Japanese Patent Laid-Open No. 7-157211

Patent Document 2: Japanese Patent Application Laid-Open No. 2006-306517

In the conventional brake apparatus described in Patent Document 1, since both the basic emergency braking operation and the braking force control operation are performed by one brake control unit, the deceleration of the car is excessively increased due to breakdown of the brake control unit or the like. If the deceleration of the car becomes too small, the braking distance becomes long. Moreover, in the conventional elevator apparatus shown in patent document 2, since the deceleration rate of the car at the time of emergency stop intermittently changes with the position of a car, a big difference arises in the riding comfort at the time of emergency stop in the vicinity of an intermediate | middle floor and an intermediate | middle floor.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and it is possible to stop the car more reliably even when the deceleration control unit breaks down, and also prevent a large difference in the riding comfort at the time of emergency stop by the car position. It aims at obtaining the elevator apparatus which can be performed.

An elevator apparatus according to the present invention includes: a hoisting machine having a drive sheave and a motor for rotating the drive sheave; Suspension means wound around a drive sheave; A car suspended by suspension means and lifted by a hoist; A brake device for braking the car; And a brake control device for controlling the brake device, wherein the brake control device operates the brake device at the time of detecting an abnormality to emergency stop the car, and the car at the time of emergency braking operation of the first brake control device. When the deceleration is equal to or more than the threshold value, the brake device has a second brake control unit for reducing the braking force of the brake device, and the second brake control unit performs the operation of reducing the braking force of the brake device independently of each other by arithmetic processing. And a second calculating section, the first calculating section is set so that the threshold value changes according to the car position, and the second calculating section is set like the first calculating section.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention.

FIG. 2 is a circuit diagram illustrating the brake control device of FIG. 1.

3 is a flowchart illustrating a deceleration control operation of the first and second calculators of FIG. 2.

FIG. 4 is a diagram showing the time change of the car speed, the car deceleration rate, the current of the brake coil, the state of the electromagnetic relay, and the deceleration control switch state when the car decelerates immediately after an emergency stop command is generated. FIG. It is also.

FIG. 5 is a flowchart illustrating an abnormal diagnosis operation of the first and second calculators of FIG. 2.

FIG. 6 is a graph illustrating a relationship between first and second thresholds and a car position of a car deceleration set in the first and second calculation units of FIG. 2.

FIG. 7 is a graph illustrating an overspeed monitoring pattern set in the third and fourth calculation units of FIG. 2.

8 is a circuit diagram showing a brake control device of an elevator apparatus according to Embodiment 2 of the present invention.

FIG. 9 is a flowchart illustrating an operation of the first and second calculators of FIG. 8.

It is a circuit diagram which shows the brake control apparatus of the elevator apparatus by Embodiment 3 of this invention.

EMBODIMENT OF THE INVENTION Hereinafter, preferred embodiment of this invention is described with reference to drawings.

Embodiment 1.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. In the figure, the car 1 and the counterweight 2 are suspended in the hoistway by the main rope 3 as the suspension means, and the hoist 4 lifts the inside of the hoistway by the driving force of the hoisting machine 4.

The hoist 4 is provided with a drive sheave 5 in which the main rope 3 is wound, a hoisting motor 6 for rotating the drive sheave 5, and a brake device 7 for braking the rotation of the drive sheave 5. Have The brake device 7 includes a brake drum 8 coupled coaxially with the drive sheave 5, a brake shoe 9 foldable to the brake drum; And a brake spring that presses the brake shoe 9 to the brake drum 8 to apply a braking force, and the brake shoe 9 is opened from the brake drum 8 in response to the brake spring. It has an electronic magnet to liberate.

The hoisting motor 6 is provided with a hoisting encoder 10 for generating a signal corresponding to the rotational speed of the rotary shaft, that is, the rotational speed of the drive sheave 5. The hoist encoder unit 10 has first and second hoist encoders 10a and 10b (FIG. 2) for generating independent detection signals, respectively.

An upper hoistway switch 11 is provided near the upper end layer of the hoistway. The lower hoistway switch 12 is provided near the lower end layer 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. The car 1 is equipped with an operation cam 13 for operating the hoistway switches 11 and 12.

The car shock absorber 14 and the counterweight buffer shock absorber 15 are provided in the bottom of a hoistway. The car shock absorber 14 is disposed directly under the car 1. Counterweight buffer 15 is arranged just below counterweight 2.

The upper part of the hoistway is provided with a governor sheave 16. At the bottom of the hoistway there is a tension sheave 17. A governor rope (overspeed detection rope) 18 is wound around the governor sheave 16 and the tension sheave 17. Both ends of the governor rope 18 are connected to the car 1. The governor rope 18 is circulated with the lifting and lowering of the car 1. For this reason, the governor sheave 16 and the tension sheave 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 portion 19 for generating a signal corresponding to the rotational speed of the governor sheave 16, that is, the speed of the car 1. The governor encoder part 19 has the 1st and 2nd governor encoder 19a, 19b (FIG. 10) which generate independent detection signals, respectively.

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

Next, FIG. 2 is a circuit diagram showing the brake control device 20 of FIG. 1. The brake control apparatus 20 has the 1st and 2nd brake control parts 21 and 22 and the overspeed monitoring part 23 which control each brake device 7 independently.

A brake coil (electronic coil) 24 is provided in the electromagnetic magnet of the brake device 7. By causing an electric current to flow through this brake coil 24, an electromagnetic magnet is excited, and the electromagnetic force for releasing the braking force of the brake apparatus 7 generate | occur | produces, and the brake shoe 9 has the brake drum 8 From. Moreover, the excitation of the electromagnetic magnet is released by interrupting the energization to the brake coil 24, and the brake shoe 9 is pressed by the brake drum 8 by the spring force of a brake spring. In addition, the braking force of the brake device 7 can be controlled by controlling the current value flowing through the brake coil 24.

A circuit in which the discharge resistor 25 and the first discharge diode 26 are connected in series is connected to the brake coil 24 in parallel. Further, the second discharge diode 31 is connected in parallel to both ends of the brake coil 24 via the first and second electromagnetic relays 27a and 27b and the third and fourth electromagnetic relays 29e1 and 29e2. . The third and fourth electronic relays 29e1 and 29e2 are normally closed relays.

The third electromagnetic relay 29e1 is connected in series with the first electromagnetic relay 27a. The fourth electromagnetic relay 29e2 is connected in series with the second electromagnetic relay 27b. The first and third electromagnetic relays 27a and 29e1 of the brake coil 24 are connected to a power source. The second and fourth electromagnetic relays 27b and 29e2 sides of the brake coil 24 are connected to ground through the brake switch 32. As the brake switch 32, a semiconductor switch is used.

The ON / OFF of the brake switch 32 is controlled by the brake determining unit 33. The brake determination unit 33 turns on the brake switch 32 to energize the brake coil 24 at the time of the elevator car ascending and releases the braking force of the brake device 7. In addition, the brake determination unit 33 deenergizes the brake coil 24 by turning off the brake switch 32 when the car 1 is stopped, thereby applying the braking force by the brake device 7. (Stop and hold).

In addition, when any abnormality is detected in the elevator apparatus, the brake determination unit 33 turns off the brake switch 32 and opens the electromagnetic relays 27a and 27b to non-conductive the brake coil 24, The brake device 7 is braked. As a result, the car 1 is emergency stopped. The discharge resistor 25 and the first discharge diode 26 rapidly reduce the induced current flowing through the brake coil 24 after the electromagnetic relays 27a and 27b are opened, thereby accelerating the generation of the braking force.

The function of the brake determination unit 33 is realized by, for example, the first microcomputer provided in the elevator control device that controls the running of the car 1. That is, a program for realizing the function of the brake determination unit 33 is stored in the first microcomputer.

The first brake control unit (main control unit) 21 has electromagnetic relays 27a, 27b, 29e1, 29e2, a second discharge diode 31, a brake switch 32, and a brake determination unit 33.

The current flowing through the brake coil 24 is detected by the first and second current detectors 34, 35. The first car position detecting unit 38 includes a first governor encoder 19a and hoistway switches 11 and 12. The second car position detection unit 39 includes a second governor encoder 19b and hoistway switches 11 and 12.

The disadvantage between the brake coil 24 and the first electromagnetic relay 27a is connected to the power supply via a circuit in which the fifth and sixth electromagnetic relays 29a1 and 29b1 are connected in series. The disadvantage between the brake coil 24 and the second electromagnetic relay 27b is a circuit in which the seventh and eighth electronic relays 29a2 and 29b2 and the first and second deceleration control switches 42 and 43 are connected in series. It is connected to the ground via.

In a circuit in which the fifth and sixth electromagnetic relays 29a1 and 29b1, the brake coil 24, and the seventh and eighth electromagnetic relays 29a2 and 29b2 are connected in series, the third discharge diode 44 is connected in parallel. Connected.

The first and second deceleration control switches 42 and 43 are switches for controlling the deceleration of the car 1 at the time of emergency braking of the car 1. In addition, semiconductor switches are used as the deceleration control switches 42 and 43. The deceleration control by the first and second deceleration control switches 42 and 43 becomes effective when all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are closed, and becomes invalid when either one is opened. .

[m/s²]를 연산한다. 또, 제1 연산부(45)는 엘리베이터칸 위치, 엘리베이터칸 속도, 엘리베이터칸 감속도 및 브레이크 코일(24)의 전류값에 기초하여, 제1 감속도 제어 스위치(42)의 온/오프를 제어한다. 제1 연산부(45)는 제2 마이크로컴퓨터에 의해 구성되어 있다. The on / off of the first deceleration control switch 42 is controlled by the first calculating unit 45. The first calculating section 45 is based on the signals from the first and second encoders 10a and 10b and the signals from the first and second car position detecting sections 38 and 39, and the car position y [m]. Car speed V [m / s] and car deceleration

Calculate [m / s ² ]. Moreover, the 1st calculating part 45 controls ON / OFF of the 1st deceleration control switch 42 based on car position, car speed, car deceleration, and the electric current value of the brake coil 24. . The 1st calculating part 45 is comprised by the 2nd microcomputer.

[m/s²]를 연산한다. 또, 제2 연산부(46)는 엘리베이터칸 위치, 엘리베이터칸 속도, 엘리베이터칸 감속도 및 브레이크 코일(24)의 전류값에 기초하여, 제2 감속도 제어 스위치(43)의 온/오프를 제어한다. 제2 연산부(46)는 제3 마이크로컴퓨터에 의해 구성되어 있다. The on / off of the second deceleration control switch 43 is controlled by the second calculating section 46. The second calculating section 46 is based on the signals from the first and second encoders 10a and 10b and the signals from the first and second car position detecting sections 38 and 39, and thus the first calculating section 45 is used. Independent from car position y [m], car speed V [m / s] and car deceleration

Calculate [m / s ² ]. The second calculating section 46 controls the on / off of the second deceleration control switch 43 based on the car position, the car speed, the car deceleration, and the current value of the brake coil 24. . The second calculating section 46 is constituted by a third microcomputer.

A two-port RAM 47 is connected between the first computing unit 45 and the second computing unit 46. The deceleration control determination unit 48 has first and second calculation units 45 and 46 and a two-port RAM 47.

The fifth and seventh electromagnetic relays 29a1 and 29a2 are opened and closed by the first driving coil 49a. The 1st drive coil control switch 50 which turns on / off the electricity supply to the 1st drive coil 49a is connected between the 1st drive coil 49a and the ground. As the first drive coil control switch 50, a semiconductor switch is used. The on / off of the first drive coil control switch 50 is controlled by the first calculation unit 45.

The sixth and eighth electromagnetic relays 29b1 and 29b2 are opened and closed by the second drive coil 49b. A second drive coil control switch 51 is connected between the second drive coil 49b and the ground to turn on / off the power supply to the second drive coil 49b. The semiconductor switch is used as the second drive coil control switch 51. The on / off of the second drive coil control switch 51 is controlled by the second calculator 46.

The ninth electromagnetic relay 29a3, which is opened and closed in conjunction with the opening and closing of the fifth electromagnetic relay 29a1, and the tenth electromagnetic relay 29a4, which is opened and closed in conjunction with the opening and closing of the seventh electromagnetic relay 29a2, is disposed between the power supply and the ground. It is connected in series via the resistor 52. The first calculation unit 45 detects the voltage on the power supply side of the resistor 52. For this reason, the 1st calculating part 45 monitors the open / close state of the 5th and 7th electromagnetic relays 29a1 and 29a2.

The eleventh electromagnetic relay 29b3, which is opened and closed in conjunction with the opening and closing of the sixth electromagnetic relay 29b1, and the twelfth electromagnetic relay 29b4, which is opened and closed in conjunction with the opening and closing of the eighth electromagnetic relay 29b2, is disposed between the power supply and the ground. It is connected in series via the resistor 53. The second calculating section 46 detects the voltage on the power supply side of the resistor 53. For this reason, the 2nd calculating part 46 monitors the opening / closing state of the 6th and 8th electromagnetic relays 29b1 and 29b2.

The first and second calculation units 45 and 46 compare the commands to the drive coil control switches 50 and 51 with the open / closed states of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2, and thus the electromagnetic relays 29a1. And 29b1, 29a2, and 29b2 determine whether or not a failure such as contact welding occurs.

The first calculation unit 45 compares the signal from the first current detector 34 with the signal from the second current detector 35, so that a failure occurs in the first and second current detectors 34 and 35. It is determined whether or not. Moreover, the 1st calculating part 45 faults the 1st and 2nd winding machine encoder 10a, 10b by comparing the signal from the 1st winding machine encoder 10a with the signal from the 2nd winding machine encoder 10b. It is determined whether or not this has occurred.

Moreover, the 1st calculating part 45 compares the signal from the 1st car position detection part 38, and the signal from the 2nd car position detection part 39, and the 1st and 2nd car position detection parts ( It is determined whether a failure occurs in 38 and 39).

In addition, the first calculation unit 45 receives the calculation result by the second calculation unit 46 through the two-port RAM 47 and compares the result of the calculation by the first calculation unit 45 to the first. And whether or not a failure occurs in the second calculation units 45, 46.

The second calculating section 46 compares the signal from the first current detector 34 with the signal from the second current detector 35, so that a failure occurs in the first and second current detectors 34 and 35. It is determined whether or not. Moreover, the 2nd calculating part 46 compares the signal from the 1st winding machine encoder 10a with the signal from the 2nd winding machine encoder 10b, and it faults the 1st and 2nd winding machine encoders 10a and 10b. It is determined whether or not this has occurred.

Moreover, the 2nd calculating part 46 compares the signal from the 1st car position detection part 38 with the signal from the 2nd car position detection part 39, and the 1st and 2nd car position detection parts ( It is determined whether a failure occurs in 38 and 39).

In addition, the second calculation unit 46 receives the calculation result by the first calculation unit 45 through the two-port RAM 47 and compares it with the calculation result by the second calculation unit 46. And whether or not a failure occurs in the second calculation units 45, 46.

The first and second calculation units 45 and 46 output a command to open the electronic relays 29a1, 29b1, 29a2, and 29b2 when the above-described failure occurs, and provide a failure detection signal to the first failure notification unit. Output to 54. When the failure detection signal is input, the first failure notification unit 54 transmits to the elevator controller that any failure has occurred in the second brake control unit 22. When a failure occurs in the second brake control unit 22, the elevator control device stops the car 1 on the nearest floor, for example, stops the operation of the elevator device, and triggers a failure to the outside. Let's do it.

The second brake control unit (deceleration control unit) 22 includes the electromagnetic relays 29a1, 29a2, 29a3, 29a4, 29b1, 29b2, 29b3, 29b4, deceleration control switches 42, 43, discharge diodes 44, and deceleration. The control determination unit 48, the drive coils 49a and 49b, the drive coil control switches 50 and 51, the resistors 52 and 53, and the first failure notification unit 54 are provided.

The third and fourth electromagnetic relays 29e1 and 29e2 are driven by the fifth drive coil 49e. The thirteenth to sixteenth electromagnetic relays 29c1, 29c2, 29d1, and 29d2 are connected in series between the fifth drive coil 49e and the ground.

The thirteenth and fourteenth electromagnetic relays 29c1 and 29c2 are opened and closed by the third drive coil 49c. A third drive coil control switch 55 is connected between the third drive coil 49c and the ground to turn on / off the power supply to the third drive coil 49c. A semiconductor switch is used as the third drive coil control switch 55.

The on / off of the third drive coil control switch 55 is controlled by the third calculating unit 56. The third calculation unit 56 calculates the car position and the car speed based on the signals from the first and second car position detection units 38 and 39. Moreover, the 3rd calculating part 56 controls ON / OFF of the 3rd drive coil control switch 55 based on car position and car speed. Moreover, the 3rd calculating part 56 is comprised by the 4th microcomputer.

The fifteenth and sixteenth electromagnetic relays 29d1 and 29d2 are opened and closed by the fourth driving coil 49d. A fourth drive coil control switch 57 is connected between the fourth drive coil 49d and the ground to turn on / off the energization of the fourth drive coil 49d. As the fourth drive coil control switch 57, a semiconductor switch is used.

The on / off of the fourth drive coil control switch 57 is controlled by the fourth calculating unit 58. The fourth calculating unit 58 calculates the car position and the car speed based on the signals from the first and second car position detection units 38 and 39. Moreover, the 4th calculating part 58 controls ON / OFF of the 4th drive coil control switch 57 based on car position and car speed. Moreover, the 4th calculating part 58 is comprised by the 5th microcomputer.

A two-port RAM 59 is connected between the third computing unit 56 and the fourth computing unit 58.

The seventeenth electromagnetic relay 29c3, which is opened and closed in conjunction with the opening and closing of the thirteenth electromagnetic relay 29c1, and the eighteenth electromagnetic relay 29c4, which is opened and closed in conjunction with the opening and closing of the fourteenth electromagnetic relay 29c2, between the power supply and the ground. It is connected in series via the resistor 60. The third calculating unit 56 detects the voltage on the power supply side of the resistor 60. For this reason, the 3rd calculating part 56 monitors the open / close state of the 13th and 14th electromagnetic relays 29c1 and 29c2.

The nineteenth electromagnetic relay 29d3, which is opened and closed in conjunction with the opening and closing of the fifteenth electromagnetic relay 29d1, and the twentieth electromagnetic relay 29d4, which is opened and closed in conjunction with the opening and closing of the sixteenth electromagnetic relay 29d2, is disposed between the power supply and the ground. It is connected in series via the resistor 61. The fourth calculating unit 58 detects a voltage on the power supply side of the resistor 61. For this reason, the 4th calculating part 58 monitors the opening / closing state of the 15th and 16th electromagnetic relays 29d1 and 29d2.

The third and fourth calculation units 56, 58 compare the instructions for the drive coil control switches 55, 57 with the open / close states of the electromagnetic relays 29c1, 29c2, 29d1, 29d2, and thereby the electromagnetic relay 29c1. , 29c2, 29d1, 29d2) determines whether a failure such as contact welding occurs.

The third calculation unit 56 receives the calculation result by the fourth calculation unit 58 through the two-port RAM 59 and compares the result of the calculation by the third calculation unit 56 to the third and third operations. 4 It is determined whether or not a failure occurs in the calculation units 56 and 58.

The fourth calculation unit 58 receives the calculation result by the third calculation unit 56 through the two-port RAM 59 and compares the result of the calculation by the fourth calculation unit 58 to the third and third operations. 4 It is determined whether or not a failure occurs in the calculation units 56 and 58.

When the above failure occurs, the third and fourth calculation units 56 and 58 output a failure detection signal to the second failure notification unit 62. When the failure detection signal is input, the second failure notification unit 62 transmits to the elevator controller that any failure has occurred in the overspeed monitoring unit 23. When a failure occurs in the overspeed monitoring unit 23, the elevator control device stops the car 1 on the nearest floor, for example, stops the operation of the elevator device, and triggers a failure to the outside. Let's do it.

The overspeed monitoring unit 23 includes electromagnetic relays 29c1, 29c2, 29c3, 29c4, 29d1, 29d2, 29d3 and 29d4, drive coils 49c, 49d and 49e, drive coil control switches 55 and 57, and third And fourth computing units 56 and 58, two-port RAM 59, resistors 60 and 61, and second failure notification unit 62.

When the overspeed monitoring unit 23 detects the overspeed running of the car 1, the overspeed monitoring unit 23 may emergency stop the car 1 independently of the first brake control unit 21. In addition, the overspeed monitoring unit 23 independently monitors the speed of the car 1 without using a signal from the first brake control unit 21 or the elevator control device, and overspeed of the car 1. Is independently detected.

1[m/s²],

2[m/s²](

1<

2)를 설정한다. Next, the operation will be described. FIG. 3 is a flowchart showing the deceleration control operation of the first and second calculation units 45 and 46 of FIG. 2, and the first and second calculation units 45 and 46 perform the processing as shown in FIG. Run In Fig. 3, the first and second calculation units 45 and 46 initially set a plurality of parameters required for the process (step S1). In this example, as parameters, the car speed (driving sheave speed) V0 [m / s] used for the car stop determination, the car speed V1 [m / s] for stopping the deceleration control, and the current of the brake coil 24 are used. Threshold IO [A] of the value, and first and second thresholds of the car deceleration

1 [m / s ² ],

2 [m / s ² ] (

1 <

Set 2).

[m/s²]를 연산한다(단계 S3). The processing after the initial setting is repeatedly executed periodically at a preset sampling period. In other words, the first and second calculation units 45 and 46 may include signals from the first and second encoders 10a and 10b, signals from the first and second current detectors 34 and 35, and The signals from the second car position detection units 38 and 39 are taken in at predetermined cycles (step S2). Next, based on the signals from the first and second encoders 10a and 10b, the car speed V [m / s], the car deceleration rate

[m / s ² ] is calculated (step S3).

Thereafter, it is determined whether the car 1 is in the emergency stop operation (step S4). Specifically, when the car speed (motor rotational speed) is greater than the stop determination speed V0 and the current value of the brake coil 24 is smaller than the stop determination current value IO, the first and second calculation units 45 and 46 It is determined that the car 1 is in an emergency stop operation. If not in the emergency stop operation, all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are left open (step S10).

이 제1 문턱값

1보다 큰지의 여부를 판정한다(단계 S5). 그리고,

1이면, 전자 계전기(29a1, 29b1, 29a2, 29b2)의 모두를 열림 상태로 한다(단계 S10). 또,

>

1이면, 전자 계전기(29a1, 29b1, 29a2, 29b2)의 모두를 닫는다(단계 S6). When the emergency stop is in progress, the car deceleration

This first threshold

It is determined whether it is larger than 1 (step S5). And,

If 1, all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are in the open state (step S10). In addition,

>

If 1, all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are closed (step S6).

Here, since the energization of the hoisting machine motor 6 is also interrupted at the time of emergency stop of the car 1, the load and the balance weight on the side of the car 1 during the emergency stop command until the braking force is actually applied. Due to unbalance with the load of (2), the car 1 may accelerate and the car 1 may decelerate.

1이면, 비상 정지 지령 발생 직후에 엘리베이터칸(1)이 가속되고 있다고 판단하여, 조속히 제동력을 작용 시키도록 전자 계전기(29a1, 29b1, 29a2, 29b2)를 열림 상태로 한다. 또,

>

1이면, 엘리베 이터칸(1)이 감속되고 있다고 판단하여, 감속도가 과대하게 되지 않도록 전자 계전기(29a1, 29b1, 29a2, 29b2)를 닫고 감속도 제어를 실시한다. In the first and second calculation units 45 and 46

When it is 1, it is determined that the car 1 is accelerated immediately after the emergency stop command is generated, and the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are opened to promptly apply a braking force. In addition,

>

If it is 1, it is judged that the elevator car 1 is decelerated, and the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are closed so that the deceleration is not excessive.

이 제2 문턱값

2보다 큰지의 여부를 판정한다(단계 S7). 그리고,

>

2이면, 엘리베이터칸 감속도

를 억제하기 위해, 감속도 제어 스위치(42, 43)를 미리 설정된 스위칭 듀티(예를 들어 50%)로 온/오프한다(단계 S8). 이로 인해, 브레이크 코일(24)에 소정의 전압이 인가되어, 브레이크 장치(7)의 제동력이 제어된다. 이 때, 감속도 제어 스위치(42, 43)는 서로 동기하도록 온/오프된다. In the deceleration control, the first and second calculation units 45 and 46 are used to decelerate the car.

This second threshold

It is determined whether it is larger than 2 (step S7). And,

>

2, car deceleration

To suppress this, the deceleration control switches 42 and 43 are turned on / off at a preset switching duty (for example, 50%) (step S8). Thus, a predetermined voltage is applied to the brake coil 24 to control the braking force of the brake device 7. At this time, the deceleration control switches 42 and 43 are turned on / off to synchronize with each other.

2이면, 감속도 제어 스위치(42, 43)는 열림 상태인 채로 한다. 이 후, 제1 및 제2 연산부(45, 46)는 제어 정지 판정을 실시한다(단계 S9). 제어 정지 판정에서는 엘리베이터칸 속도 V가 문턱값 V1 미만인지의 여부가 판정된다. 그리고, V

V1이면, 그대로 입력 처리(단계 S2)로 되돌아온다. 또, V<V1이면, 전자 계전기(29a1, 29b1, 29a2, 29b2)의 모두를 열림 상태로 하고 나서(단계 S10), 입력 처리(단계 S2)로 되돌아온다. In addition,

If it is 2, the deceleration control switches 42 and 43 remain open. After that, the first and second calculation units 45 and 46 perform 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. And V

If it is V1, the processing returns to the input processing (step S2) as it is. If V <V1, all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are opened (step S10), and then the process returns to the input process (step S2).

Here, FIG. 4 shows the state of the car speed, the car deceleration rate, the current of the brake coil 24, and the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 when the car 1 decelerates immediately after an emergency stop command is generated. And explanatory drawing which shows the time change of the deceleration control switch 42 and 43 state.

1에 도달하면, 전자 계전기(29a1, 29b1, 29a2, 29b2)가 닫히고, 시각 T3에서 감속도가

2에 도달하면, 감속도 제어 스위치(42, 43)가 온/오프된다. 이 후, 엘리베이터칸 속도가 V1 미만으로 되면, 전자 계전기(29a1, 29b1, 29a2, 29b2)가 열리고, 감속도 제어 스위치(42, 43)에 의한 감속도 제어가 정지된다. If an emergency stop has occurred, the car 1 immediately starts deceleration. And the deceleration at time T2

When it reaches 1, the electromagnetic relays 29a1, 29b1, 29a2, 29b2 are closed, and the deceleration at time T3

When 2 is reached, the deceleration control switches 42 and 43 are turned on / off. Thereafter, when the car speed becomes less than V1, the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 open, and the deceleration control by the deceleration control switches 42 and 43 is stopped.

FIG. 5 is a flowchart showing an abnormal diagnosis operation of the first and second calculation units 45 and 46 of FIG. 2. The first and second calculation units 45 and 46 call up the diagnostic processing shown in FIG. 5 at the point in time after each processing after the input processing (step S2) in FIG.

In the abnormality diagnosis operation, the match between the input value from the sensor and the calculation value by the calculation units 45 and 46 is determined (step S11). Specifically, if the difference between the input value and the calculated value is within the 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 the predetermined range, it is determined that there is an abnormality, and the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are opened (step S12), and the failure detection signal is set to the first failure. It outputs to the notification part 54 (step S13).

1,

2가 엘리베이터칸 위치에 따라 변화하도록 설정되어 있다. 또, 제2 연산부(46)에는 제1 연산부(45)와 마찬가지로 제1 및 제2 문턱값

1,

2가 설정되어 있다. 구체적으로, 종단층 부근에 있어서 제1 및 제2 문턱값

1,

2는 종단층을 향하여 서서히 커지도록 설정되어 있다. FIG. 6 is a graph showing the relationship between the first and second threshold values of the car deceleration set in the first and second calculation units 45 and 46 of FIG. 2 and the car position. As shown in FIG. 6, the 1st calculating part 45 has a 1st and 2nd threshold value.

One,

2 is set to change according to the car position. In addition, the second calculation unit 46 has the same first and second threshold values as the first calculation unit 45.

One,

2 is set. Specifically, the first and second thresholds in the vicinity of the termination layer

One,

2 is set so that it may become large gradually toward an end layer.

FIG. 7 is a graph illustrating an overspeed monitoring pattern set in the third and fourth calculation units 56 and 58 of FIG. 2. The overspeed monitoring pattern is set to change depending on the car position. Specifically, the overspeed monitoring pattern is set to ensure a predetermined margin for the normal travel pattern when the car 1 normally travels from one end layer to the other end layer. For this reason, in the vicinity of the termination layer, the overspeed monitoring pattern is set so as to gradually decrease toward the termination layer.

The third and fourth calculation units 56, 58 independently monitor the car speed, and when the car speed exceeds the overspeed monitoring pattern, the corresponding drive coil control switches 55, 57 are turned off. For this reason, the drive coils 49c and 49d are non-conductive, the electromagnetic relays 29c1, 29c2, 29d1, and 29d2 are opened, and the drive coil 49e is non-conductive. When the drive coil 49e is unconductive, the electromagnetic relays 29e1 and 29e2 open, and the car 1 is emergency stopped. The deceleration control at this time is performed by the second brake control unit 22.

2가 엘리베이터칸 위치에 따라 변화하도록 설정되어 있기 때문에, 엘리베이터칸 위치에 의해 비상 정지시의 승차감에 큰 차가 생기는 것을 방지할 수 있다. In such an elevator apparatus, since the 2nd brake control part 22 which is a deceleration control part is provided separately from the 1st brake control part 21 which is a main control part, a car can be stopped more reliably even when the deceleration control part fails. Moreover, since the 2nd brake control part 22 has the 1st and 2nd calculation parts 45 and 46 which perform the operation | movement which reduces the braking force of the brake apparatus 7 independently by a calculation process, reliability is improved. You can. In addition, as shown in Fig. 6, the first and second calculation units 45 and 46 have a second threshold value.

Since 2 is set so that it may change according to a car position, it can prevent that a big difference arises in the ride comfort at the time of emergency stop by a car position.

2는 종단층을 향하여 서서히 커지도록 설정되어 있기 때문에, 종단층 부근에서는 비상 정지 지령의 발생으로부터 엘리베이터칸(1)이 정지할 때까지의 정지 거리를 짧게 할 수 있음과 아울러, 엘리베이터칸(1) 및 균형추(2)가 엘리베이터칸 완충기(14)및 균형추 완충기(15)에 충돌하는 속도를 저감할 수 있고, 엘리베이터칸 완충기(14) 및 균형추 완충기(15)의 용량을 소형화할 수 있다. Moreover, the second threshold value in the vicinity of the terminal layer

Since 2 is set so that it may become large gradually toward the terminal floor, the stop distance from the occurrence of the emergency stop command to the stop of the car 1 can be shortened in the vicinity of the terminal floor, and the car 1 And the speed at which the counterweight 2 collides with the car shock absorber 14 and the counterweight shock absorber 15 can be reduced, and the capacity of the car shock absorber 14 and the counterweight shock absorber 15 can be reduced.

Further, the first and second calculation units 45 and 46 detect that a failure has occurred in at least one of the first and second calculation units 45 and 46 by comparing the calculation results with each other, thereby further improving reliability. Can be.

In addition, the second brake control unit 22 invalidates the deceleration control by the second brake control unit 22 when a failure occurs in at least one of the first and second calculation units 45 and 46. Even in the failure of 45 and 46, the car 1 can be stopped more reliably.

The second brake control unit 22 determines that the brake device 7 is in an emergency stop operation when the car speed is larger than the predetermined speed V0 and the current of the brake coil 24 is smaller than the predetermined value IO. The emergency braking operation can be detected more reliably independently of the first brake control unit 21.

In addition, the brake control device 20 further has an overspeed monitoring unit 23 for emergency stopping the car 1 when the car speed reaches a preset overspeed. Since the overspeed monitoring pattern is gradually set toward the terminal layer near the terminal layer, the speed at which the car 1 and the counterweight 2 collide with the car buffer 14 and the counterweight buffer 15 is further increased. The capacity of the car shock absorber 14 and the counterweight shock absorber 15 can be further reduced. In addition, the pit depth dimension and the overhead dimension of the hoistway can be shortened.

Embodiment 2.

Next, FIG. 8 is a circuit diagram which shows the brake control apparatus of the elevator apparatus by Embodiment 2 of this invention. In this example, the function of the third calculating unit 56 of the first embodiment is integrated into the first calculating unit 45, and the function of the fourth calculating unit 58 of the first embodiment is integrated into the second calculating unit 46.

9 is a flowchart showing the operation of the first and second calculation units 45 and 46 in FIG. The first and second calculation units 45 and 46 repeatedly execute the failure detection process (step S14), the overspeed detection process (step S15) and the brake control process (step S16) at predetermined intervals. In addition, the first and second calculation units 45 and 46 execute the above processing one by one in a single task. The other configuration is the same as that of the first embodiment.

According to such an elevator apparatus, the brake control apparatus can be miniaturized and the cost can be reduced while maintaining the reliability by double relay.

Embodiment 3.

Next, FIG. 10 is a circuit diagram which shows the brake control apparatus of the elevator apparatus by Embodiment 3 of this invention. In this example, in the same circuit configuration as in the second embodiment, input and output signals to the first and second calculation units 45 and 46 are integrated using a plurality of interfaces.

In the drawing, the multiplexing operation unit 71 includes first and second operation units 45 and 46, two-port RAM 47, a failure notification unit 54, an input interface 72, an output interface 73, and a first one. An input connector 74, a second input connector 75, a first output connector 76, a second output connector 77, and first to fourth data buses 78 to 81 are provided.

Input signals from the outside of the multiplexing operation unit 71 are input to the input interface 72 through the first and second input connectors 74 and 75, and the first and second data bus 78 at the input interface 72. 79 is input to the first and second calculation units 45 and 46.

The output signals from the first and second calculation units 45 and 46 are input to the output interface 73 through the third and fourth data buses 80 and 81 and the first and second from the output interface 73. It is output to the outside via the output connectors 76 and 77.

That is, the input signals to the first and second calculators 45 and 46 are input to the first and second calculators 45 and 46 through the common input interface 72, and thus the first and second calculators 45, 46, and the like. The output signal from 46 is output to the outside via the common output interface 73. At this time, the input interface 72 and the output interface 73 have a buffer function for enhancing the stability of each signal.

The car position detection interface 82 has a car position signal connector 83, an overspeed detection signal connector 84, first to sixth buffers 85a to 85f, a first governor interface 86a and a first one. Two governor interfaces 86b are provided.

The car position signal connector 83 is connected to the first input connector 74. The overspeed detection signal connector 84 is connected to the first output connector 76. The buffers 85a to 85f increase the stability and noise resistance of each signal. As the buffers 85a to 85f, for example, an optical coupler is used.

Voltage signals of the resistors 60, 61 are sent to the car position signal connector 83 through the first and second buffers 85a, 85b. The signal from the hoistway switches 11 and 12 is sent to the car position signal connector 83 through the third and fourth buffers 85c and 85d. Signals from the first and second governor encoders 19a, 19b are sent to the car position signal connector 83 via the encoder interfaces 86a, 86b.

Fifth and sixth buffers 85e and 85f are interposed between the third and fourth drive coil control switches 55 and 57 and the overspeed detection signal connector 84.

The brake control interface unit 87 includes a car speed signal connector 88, a deceleration control signal connector 89, a seventh to twelfth buffers 85g to 85l, a first hoist encoder interface 90a, and a second hoist Encoder interface 90b is provided.

The car speed signal connector 88 is connected to the second input connector 75. The deceleration control signal connector 89 is connected to the second output connector 77. The buffers 85g to 85l increase the stability and noise resistance of each signal. As the buffers 85g to 85l, for example, an optical coupler is used.

Voltage signals of the resistors 52 and 53 are sent to the car speed signal connector 88 through the seventh and eighth buffers 85g and 85h. The signals from the first and second hoist encoders 10a, 10b are sent to the car speed signal connector 88 via the encoder interfaces 90a, 90b.

The ninth through twelfth buffers 85i through 85l between the first and second deceleration control switches 42 and 43 and the first and second drive coil control switches 50 and 51 and the deceleration control signal connector 89. ) Is intervened.

The signal passing between the interface units 82 and 87 and the multiplexing operation unit 71 is performed by the same rule (protocol).

In such an elevator apparatus, since the signal transfer of the relay is integrated by one input interface 72 and one output interface 73, the component number can be reduced and the configuration can be simplified.

In addition, since the input signal to the input interface 72 is collected in the two input connectors 74 and 75, and the output signal from the output interface 73 is collected in the two output connectors 76 and 77, the configuration is changed. It can be further simplified.

In addition, since the rules of signal reception at the connectors 74, 75, 76, 77, 83, 84, 88, 89 are the same, for example, the car 1 in the state where the car door or the landing door is open. The multiplexing operation unit 71 can easily realize the function of prohibiting this travel.

In addition, in the above example, the emergency stop determination was made from the car speed and the current value of the brake coil 24. In addition to this, the differential value of the current value of the brake coil 24 may be considered. Specifically, when the car speed is greater than the predetermined speed, the current of the brake coil 24 is smaller than the predetermined value, and the derivative value of the current value of the brake coil 24 is negative, the emergency It is determined that it is stopped. For this reason, false detection by the vibration in a cage | basket | car during car stop can be avoided.

1=2.0[m/s²],

2=3.0[m/s²], IO=1[A]로 하면, 평균적인 비상 정지 감속도가 3.0[m/s²] 정도로 되어, 엘리베이터칸(1) 내의 승객에 대한 부담이 작으며, 또한 제동 거리가 길어지는 일이 없다. Although the specific threshold is not shown in the above example, for example, V0 = 0.5 [m / s], V1 = 0.1 [m / s],

1 = 2.0 [m / s ² ],

When 2 = 3.0 [m / s ² ] and IO = 1 [A], the average emergency stop deceleration is about 3.0 [m / s ² ], so that the burden on the passengers in the car 1 is small. In addition, the braking distance is not extended.

In addition, in the above example, only one brake device 7 is shown, but a plurality of brake devices 7 connected in parallel may be used. For this reason, even if one brake device fails, the remaining brake devices operate, so that the reliability of the entire elevator device can be improved.

In addition, although the brake apparatus 7 was provided in the hoisting machine 4 in the said example, you may provide in the other position. For example, the brake device may be a car brake mounted on a car, a rope brake that holds the main rope and brakes the car.

As the suspension means, for example, a rope having a circular cross section or a belt having a flat cross sectional shape can be used.

According to the present invention, it is possible to provide an elevator apparatus which can stop the car more reliably even when the deceleration control unit breaks down, and can prevent a large difference in the riding comfort at the time of emergency stop due to the car position. have.

Claims (7)

A hoisting machine 4 having a drive sheave 5 and a motor 6 for rotating the drive sheave; Suspension means (3) wound around the drive sheave, The car 1 which is suspended by the suspension means and lifted by the hoisting machine, A brake device 7 for braking driving of the car, and A brake control device 20 for controlling the brake device; The brake control device includes a first brake control unit 21 for operating the brake device when an abnormality is detected to emergency stop the car and a deceleration of the car during an emergency braking operation of the first brake control unit. When it is more than the value, it has the 2nd brake control part 22 which reduces the braking force of the said brake apparatus, The second brake control section has first and second calculation sections 45 and 46 which perform the operation of reducing the braking force of the brake device independently of each other by arithmetic processing, The threshold value which changes according to the position of a car is set in the said 1st calculating part, The elevator apparatus in which the said threshold value similar to the said 1st calculating part is set also in the said 2nd calculating part. The method according to claim 1, The threshold device is set to be kept constant in the middle floor, and to be larger toward the end floor. The method according to claim 1, The first operation unit receives the operation result of the second operation unit and compares it with the operation result of the first operation unit to detect whether a failure occurs, And the second operation unit also receives an operation result of the first operation unit and compares it with an operation result of the second operation unit to detect whether a failure has occurred. The method of claim 3, And the second brake control unit invalidates control of the deceleration of the car by the second brake control unit when a failure occurs in at least one of the first and second calculation units. The method according to claim 1, The brake device has a brake coil 24, generates an electromagnetic force for releasing the braking force by exciting the brake coil, and generates a braking force by interrupting energization to the brake coil. There is, And the second brake control unit determines that the brake device is in an emergency stop operation when the speed of the car is greater than a predetermined speed and the current of the brake coil is smaller than a predetermined value. The method according to claim 1, The brake control device further has an overspeed monitoring unit for emergency stopping the car when the car speed reaches a preset overspeed, The overspeed monitoring unit is provided with an overspeed monitoring pattern that is gradually reduced toward the termination layer near the termination layer. The method according to claim 1, Input signals to the first and second calculators are input to the first and second calculators through a common input interface 72, The elevator device outputs the output signal from the first and second calculation unit through a common output interface (73).

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