KR101189952B1 - Elevator system - Google Patents

Elevator system Download PDF

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Publication number
KR101189952B1
KR101189952B1 KR1020107012188A KR20107012188A KR101189952B1 KR 101189952 B1 KR101189952 B1 KR 101189952B1 KR 1020107012188 A KR1020107012188 A KR 1020107012188A KR 20107012188 A KR20107012188 A KR 20107012188A KR 101189952 B1 KR101189952 B1 KR 101189952B1
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South Korea
Prior art keywords
brake control
brake
unit
control
hoisting
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KR1020107012188A
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Korean (ko)
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KR20100085159A (en
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다카하루 우에다
아키히로 치다
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미쓰비시덴키 가부시키가이샤
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Indicating And Signalling Devices For Elevators (AREA)

Abstract

In the elevator apparatus, the brake control unit transmits and receives a signal between the first and second brake control operation units, a brake control sharing memory unit storing shared data of the first and second brake control operation units, and a hoisting control communication unit. It has a brake control communication unit. The first and second brake control calculators compare the input signal and the calculation result with each other via the brake control shared memory unit, and output a failure detection signal from the brake control communication unit when the comparison result exceeds a predetermined range.

Figure R1020107012188

Description

Elevator device {ELEVATOR SYSTEM}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator apparatus that uses a plurality of speed detectors that generate signals according to rotation of a drive sheave, and controls a brake device by a brake control unit based on signals of a plurality of systems from these speed detectors.

In general, the safety system of an elevator is constituted by a safety chain which is a series circuit including a plurality of switches and a plurality of contacts. Among these contacts and switches, for example, an overspeed governor or a limit switch is operated according to the operation of the car. In addition, the switch and the locking device of the landing door are operated in accordance with the movement of the door.

In contrast, in an elevator using a conventional electronic safety system, various sensors, contacts and switches are monitored by an electronic safety bus by a central controller. Each bus node is connected to a sensor, a contactor, and a switch at each position. Status information is then sent from the bus node to the central controller. In addition, the central controller is provided with a microprocessor board having an input / output port connected to a safety bus and a bus node (see Patent Document 1, for example).

On the other hand, in the conventional brake control apparatus of an elevator, the hoisting machine brake is operated by the first brake control unit at the time of abnormality detection, and the car is emergency stopped. In addition, when the deceleration of the car reaches a predetermined value or more during the emergency braking operation of the hoisting brake, the braking force of the hoisting brake is reduced by the second brake control unit (see Patent Document 2, for example).

Patent Document 1: Japanese Patent Publication No. 2002-538061

Patent Document 2: WO2007 / 088599A1

However, in the conventional electronic safety system as described above, each bus node requires a communication means and a power supply wiring for driving the same, resulting in high cost. Moreover, in the conventional brake control apparatus, abnormality of a sensor and abnormality of the brake control part itself could not be detected.

This invention is made | formed in order to solve the above subjects, and aims at obtaining the elevator apparatus which can improve wiring control while reducing wiring, while suppressing a cost increase.

An elevator apparatus according to the present invention includes a hoist having a drive sheave, a hoisting machine motor for rotating the drive sheave, and a brake device for braking rotation of the drive sheave; Suspension means wound around a drive sheave; A car suspended by suspension means and lifted by a hoist; First and second speed detectors respectively generating detection signals according to rotation of the drive sheave; A hoisting control unit for controlling the hoisting motor based on detection signals from the first and second speed detectors; And a brake control unit for controlling the brake device based on detection signals from the first and second speed detectors, wherein the hoisting control unit is configured to control the hoisting motor based on signals corresponding to the first and second speed detectors. And a hoisting control control unit for transmitting and receiving signals, a brake control unit including: a first brake control calculating unit for performing an operation for controlling the brake device based on a signal corresponding to the first speed detector, and a second A second brake control calculating section for performing calculations for controlling the brake device based on a signal corresponding to the speed detector, a brake control sharing memory section for storing shared data of the first and second brake control calculating sections, a hoisting control communication section, Brake control communication unit for transmitting and receiving signals between , The first and second braking control computing unit outputs a fault detection signal exceeds the box and, at the same time, the comparison results in predetermined range of each other, comparing the input signal and the operation result through the braking control shared memory from the brake control communication.

Industrial Applicability According to the present invention, it is possible to provide an elevator apparatus capable of reducing wiring while suppressing an increase in cost and improving reliability of brake control.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention.
2 is a configuration diagram showing a detailed configuration of the elevator apparatus of FIG.
3 is a flowchart illustrating an operation of the brake controller of FIG. 2.
Fig. 4 shows the drive sheave speed, drive sheave deceleration, the state of the first and second brake electromagnetic relays, and the first and second deceleration control switches when the car decelerates immediately after the emergency stop command is issued. It is explanatory drawing which shows the time change of a state.
5 is a flowchart illustrating an abnormal diagnosis operation of the first and second brake control calculators of FIG. 2.
It is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention.
It is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention.
It is a block diagram which shows the elevator apparatus by Embodiment 4 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 balance weight 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 has first and second braking portions 7a and 7b.

The hoisting motor 6 is provided with the speed detection part 8 which generate | occur | produces the signal according to the rotational speed of the rotating shaft, ie, the rotational speed of the drive sheave 5. The hoisting motor 6 and the brake device 7 are controlled by the driving control device 9. The signal from the speed detector 8 is input to the driving control device 9.

Each of the brakes 7a and 7b includes a brake drum coupled to the same shaft as the drive sheave 5, a brake shoe folded to the brake drum, and a brake shoe. And a brake spring for applying a braking force by pressing the brake drum, and an electromagnetic magnet for releasing the braking force by separating the brake shoe from the brake drum in response to the brake spring.

2 is a configuration diagram showing a detailed configuration of the elevator apparatus of FIG. A first brake coil (first electromagnetic coil) 11 is provided in the electromagnetic magnet of the first brake portion 7a. A second brake coil (second electromagnetic coil) 12 is provided in the electromagnetic magnet of the second braking portion 7b.

The first and second brake coils 11 and 12 are connected in parallel with the power source. The first and second brake electromagnetic relays 13 and 14 are connected in series between the first and second brake coils 11 and 12 and the power supply.

The first deceleration control switch 15 is connected between the first brake coil 11 and the ground. The second deceleration control switch 16 is connected between the second brake coil 12 and the ground. For example, a semiconductor switch is used as the first and second deceleration control switches 15 and 16. By turning on / off (ON / OFF) these first and second deceleration control switches 15 and 16, the current flowing through the first and second brake coils 11 and 12 is controlled and the first and second The degree of application of the braking force of the braking portions 7a and 7b is controlled.

The speed detector 8 includes first and second encoders 8a and 8b as first and second speed detectors, each of which independently generates a detection signal.

The driving control device 9 has a hoisting control unit 21 for controlling the hoisting motor 6, a brake control unit 22 for controlling the brake device 7, and a front end portion 23. Moreover, the hoisting control part 21, the brake control part 22, and the front end part 23 are accommodated in the common control panel.

First and second hoisting electromagnetic relays 17 and 18 are connected in series between the hoisting motor 6 and the hoisting control unit 21. The front end part 23 functions as an interface between the hoisting control unit 21 and the brake control unit 22, as well as an encoder signal, a switch command signal and a shutoff signal for driving the hoisting motor 6 and the brake device 7. .

The front end section 23 includes a first front end calculation section 23a, a second front end calculation section 23b, a front end shared memory section (2 port RAM; 23c), a front end failure notification section 23d, and a front end communication section. Has 23e.

The signal from the first encoder 8a is input to the first front end calculating section 23a. The signal from the second encoder 8b is input to the second front end calculating section 23b.

The first front end calculating section 23a controls on / off of the first brake electromagnetic relay 13, the first deceleration control switch 15, and the first hoisting electromagnetic relay 17, respectively. The second front end calculating section 23b controls the on / off of the second brake electromagnetic relay 14, the second deceleration control switch 16, and the second hoisting electromagnetic relay 18, respectively.

The first and second front end calculation units 23a and 23b are each configured by a computer, and perform calculation processing based on the signals from the first and second encoders 8a and 8b, so that Find the rotation speed.

The first and second front end computing units 23a and 23b can read and write shared data to the front end shared memory unit 23c. In addition, the first front end calculating units 23a and 23b compare the detection signals from the first and second encoders 8a and 8b and the calculation results with each other through the front end shared memory unit 23c. When the difference between the detection signal and the difference between the calculation results exceeds the allowable value, the failure detection signal is input to the front end failure notification unit 23d.

The front end communication unit 23e performs communication (serial communication) with the hoisting control unit 21 and the brake control unit 22.

The hoisting machine control part 21 has the hoisting machine drive part 21a, the hoisting machine control calculating part 21b, and the hoisting machine control communication part 21c. The hoisting drive part 21a is connected to the hoisting motor 6 via the 1st and 2nd hoisting electromagnetic relays 17 and 18, and includes the inverter etc. for driving the hoisting motor 6. The hoisting control communication unit 21c communicates with the brake control unit 22 and the front end unit 23 (serial communication).

Signals corresponding to the first and second encoders 8a and 8b from the front end unit 23 are input to the hoisting control control unit 21b via the hoisting control communication unit 21c. The hoisting control operation unit 21b is configured by a computer, performs arithmetic processing based on the signal from the front end unit 23, and generates a command signal for controlling the hoisting drive unit 21a.

The brake control unit 22 includes a first brake control operation unit 22a, a second brake control operation unit 22b, a brake control shared memory unit (2 port RAM; 22c), a brake control failure notification unit 22d, and a brake control communication unit ( 22e). The brake control communication unit 22e communicates with the hoisting control unit 21 and the front end unit 23 (serial communication).

Signals from the front end section 23 are input to the first and second brake control calculating sections 22a and 22b via the brake control communication section 22e. The first brake control calculation section 22a is configured by a computer, performs calculation processing based on a signal corresponding to the first encoder 8a, and controls on / off of the first deceleration control switch 15. Generate a signal for Moreover, the 2nd brake control calculation part 22b is comprised by the computer, and performs the same calculation process as the 1st brake control calculation part 22a based on the signal from the 2nd encoder 8b, and 2nd deceleration control Generate a signal for controlling the on / off of the switch 16.

The first and second brake control calculation units 22a and 22b can read and write the shared data to the brake control shared memory unit 22c. Further, the first and second brake control calculators 22a and 22b compare the input signals and the calculation results with each other through the brake control shared memory unit 22c. When the difference between the input signal or the calculation result exceeds the allowable value, the failure detection signal is input to the brake control failure notification unit 22d.

In addition, when the brake control unit 22 makes the car 1 emergency stop, the first and second deceleration control switches 15 and 16 are turned on so that the deceleration of the car 1 does not become excessive. The brake force of the brake device 7 is adjusted by controlling on / off (deceleration control).

Next, the operation will be described. Each time the car 1 travels, the first and second front end calculation units 23a and 23b perform predetermined calculations based on the signals from the first and second encoders 8a and 8b, and drive sheaves. The rotation speed of (5) is detected.

At this time, the first front end calculation unit 23a compares the signal from the first encoder 8a with the signal from the second encoder 8b through the front end shared memory unit 23c. When the difference is within a predetermined input signal tolerance range, necessary calculation processing is executed to write the calculation result into the front end shared memory section 23c.

Similarly, the second front end operator 23b compares the signal from the second encoder 8b with the signal from the first encoder 8a through the front end shared memory 23c. When the difference is within a predetermined input signal tolerance range, necessary calculation processing is executed to write the calculation result into the front end shared memory section 23c.

In addition, the first and second front end computing units 23a and 23b read the calculation results of other systems from the front end shared memory unit 23c and compare them with the calculation results of the own systems. When the difference is within a predetermined calculation result tolerance range, the calculation result is output to the front end communication section 23e.

However, when the difference between the input signal from the first and second encoders 8a and 8b or the difference between the calculation results is not within the tolerance range, the first and second front end calculation units 23a and 23b determine that any abnormality has occurred. The failure detection signal is input to the front end failure notification unit 23d.

The calculation results of the first and second front end calculation units 23a and 23b and the failure detection signal input to the front end failure notification unit 23d are transmitted from the front end communication unit 23e to the hoisting control unit 21 and the brake control unit ( 22). At this time, data of the processing time by the first and second front end computing units 23a and 23b is added to the full text of the calculation result. For this reason, the processing time by the 1st and 2nd front end calculating parts 23a and 23b is reflected in the calculation by the hoisting control part 21 and the brake control part 22. As shown in FIG. Moreover, the time can be used as a criterion for determining the failure, and the reliability and accuracy of the hoisting control and the brake control can be increased.

In addition, the failure detection signal is transmitted with information of a failure occurrence location (abnormal location). For this reason, the information of the fault occurrence point is reflected in the calculation by the hoisting control unit 21 and the brake control unit 22.

For example, when the signal from the first encoder 8a is always 0, information indicating that the failure point is the first encoder 8a is added to the failure detection signal, and the hoisting control unit 21 and the brake control unit Is sent to (22).

For this reason, in the brake control part 22, the operation which produces | generates the instruction for braking operation of the brake apparatus 7 is performed by the 1st and 2nd brake control calculating parts 22a and 22b, and a calculation result is a brake control communication part. It transmits to the front end part 23 via 22e. The brake device 7 is braked by the front end 23.

Moreover, the hoisting control part 21 performs the operation which produces | generates the instruction for stopping the lifting of the car 1 by the hoisting control part 21b, and the hoisting motor 6 is stopped by the hoisting drive part 21a. do.

Next, the operation of the brake control section 22 will be described when the front end section 23 communicates a normal calculation result. FIG. 3 is a flowchart showing the operation of the brake control section 22 in FIG. 2, and the first and second brake control calculation sections 22a and 22b simultaneously execute the processing shown in FIG. 3.

In Fig. 3, the first and second brake control calculation units 22a and 22b initially set a plurality of parameters necessary for the processing (step S1). In this example, determining the drive sheave speed V0 [m / s] used for the car stop determination, the drive sheave speed V1 [m / s] for stopping the deceleration control, and the deceleration of the drive sheave 5 as parameters. First and second thresholds for

Figure 112010035588497-pct00001
1 [m / s 2 ],
Figure 112010035588497-pct00002
2 [m / s 2 ] (
Figure 112010035588497-pct00003
1 <
Figure 112010035588497-pct00004
Set 2).

The process after the initial setting is repeatedly executed periodically at a preset sampling period. That is, the first and second brake control calculation units 22a and 22b take in the signal from the front end section 23 at predetermined cycles (step S2). Subsequently, the drive sheave deceleration based on the signal from the front end portion 23.

Figure 112010035588497-pct00005
[M / s 2 ] is calculated (step S3).

After that, the drive sheave speed (motor rotational speed) V is larger than the stop determination speed V0, and the drive sheave deceleration is performed in the first and second brake control calculation units 22a and 22b.

Figure 112010035588497-pct00006
Is the first threshold
Figure 112010035588497-pct00007
It is determined whether it is larger than one. If this condition is not satisfied, a command for generating the first and second brake electromagnetic relays 13 and 14 in the open state is generated (step S9), and the command is received from the brake control communication unit 22e at the front end. It sends to the part 23. As a result, the first and second brake coils 11 and 12 are disconnected from the power source, and deceleration control is impossible.

In addition, V> V0,

Figure 112010035588497-pct00008
>
Figure 112010035588497-pct00009
When the condition 1 is satisfied, the first and second brake control calculation units 22a and 22b generate a command for closing the first and second brake electromagnetic relays 13 and 14 (step S5). Is transmitted from the brake control communication unit 22e to the front end unit 23.

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 until the braking force is actually applied after the emergency stop command is generated. Due to the imbalance of the load of (2), the car 1 may be accelerated and the car 1 may be decelerated.

In the first and second brake control calculation units 22a and 22b,

Figure 112010035588497-pct00010
Figure 112010035588497-pct00011
Figure 112010035588497-pct00012
If it is 1, it is determined that the car 1 is being accelerated immediately after the emergency stop command is generated, and the first and second brake electromagnetic relays 13 and 14 are opened to promptly apply a braking force. In addition,
Figure 112010035588497-pct00013
>
Figure 112010035588497-pct00014
If it is 1, it is determined that the car 1 is decelerating, and the deceleration control is performed by closing the first and second brake electromagnetic relays 13 and 14 so that the deceleration does not become excessive.

In the deceleration control, the first and second brake control calculation units 22a and 22b are used to drive the drive sheave deceleration.

Figure 112010035588497-pct00015
Is the second threshold
Figure 112010035588497-pct00016
It is determined whether it is larger than 2 (step S6). And
Figure 112010035588497-pct00017
>
Figure 112010035588497-pct00018
2, drive sheave deceleration
Figure 112010035588497-pct00019
In order to suppress, generate a command for turning on and off the first and second deceleration control switches 15 and 16 at a preset switching duty (for example, 50%) (step S7), and brake this command. The transmission is transmitted from the control communication unit 22e to the front end unit 23. Thus, a predetermined voltage is applied to the first and second brake coils 11 and 12 to control the braking force of the brake device 7. At this time, the first and second deceleration control switches 15 and 16 are turned on / off to synchronize with each other.

In addition,

Figure 112010035588497-pct00020
Figure 112010035588497-pct00021
Figure 112010035588497-pct00022
If it is 2, the 1st and 2nd deceleration control switches 15 and 16 remain open. After that, the first and second brake control calculation units 22a and 22b make a control stop determination (step S8). In the control stop determination, it is determined whether the drive sheave speed V is less than the threshold value V1. And V
Figure 112010035588497-pct00023
If it is V1, the processing returns to the input processing (step S2) as it is. Moreover, if V <V1, after generating the instruction which makes the 1st and 2nd electromagnetic relays 13 and 14 for an open state (step S9), it returns to an input process (step S2).

4 shows the drive sheave speed, drive sheave deceleration, the state of the first and second brake electromagnetic relays 13 and 14 when the car 1 decelerates immediately after the emergency stop command is generated, and the first and It is explanatory drawing which shows the time change of the state of the 2nd deceleration control switch 15 and 16. FIG.

If an emergency stop has occurred, the car 1 immediately starts deceleration. And the deceleration at time T1

Figure 112010035588497-pct00024
When 1 is reached, the first and second brake electromagnetic relays 13 and 14 are closed, and the deceleration at time T2 is achieved.
Figure 112010035588497-pct00025
When 2 is reached, the first and second deceleration control switches 15 and 16 are turned on / off. After that, when the drive sheave speed becomes less than V1, the first and second brake electromagnetic relays 13 and 14 are opened, and the deceleration control by the first and second deceleration control switches 15 and 16 is stopped. do.

FIG. 5 is a flowchart showing an abnormal diagnosis operation of the first and second brake control calculation units 22a and 22b of FIG. 2. The first and second brake control calculation units 22a and 22b call up the diagnostic processing as shown in FIG. 5 at the time point in which each processing after the input processing (step S2) in FIG. 3 is completed.

In the abnormality diagnosis operation, the consistency of the input value from the front end section 23 and the calculation result by the first and second brake control calculating sections 22a and 22b is determined (step S11). Specifically, if the difference between the input value and the calculation result is within a predetermined range, it is determined that there is no abnormality, and the process returns to the next process in FIG.

If the difference between the input value and the calculation result exceeds a predetermined range, it is determined that there is an abnormality, and a command is made to open the first and second brake electromagnetic relays 13 and 14 in an open state (step S12), The failure detection signal is output to the brake control failure notification unit 22d (step S13).

When the brake control failure notification unit 22d receives the failure detection signal, the brake control failure notifying unit 22d notifies the hoisting controller 21 via the brake control communication unit 22e and outputs a command to stop the operation of the elevator.

In such an elevator apparatus, the hoisting control control unit 21c is provided in the hoisting control unit 21, and the brake control communication unit 22e is provided in the brake control unit 22, and the hoisting control communication unit 21c and the brake control communication unit 22e are provided. Since data can be transmitted and received between the terminals, it is possible to reduce wiring in the control panel while suppressing the increase in cost by using a chain method in which a switch group or a contact group is connected in series as an overall safety circuit.

In addition, the brake control unit 22 is provided with the first and second brake control operation units 22a and 22b which perform the same operation for controlling the brake device 7, and also provide the brake control shared memory unit 22c. The first and second brake control calculators 22a and 22b compare the input signal and the calculation result with each other via the brake control shared memory unit 22c, and brake the failure detection signal when the comparison result exceeds a predetermined range. Since it outputs from the control communication part 22e, the failure of the 1st and 2nd brake control calculating parts 22a and 22b itself can be detected, and the reliability of brake control can be improved.

In this way, the wiring can be reduced, and the reliability can be improved, thereby reducing the maintenance and installation of the equipment.

In addition, the first and second brake control calculation units 22a and 22b control the braking force of the brake device 7 so that the deceleration of the car 1 becomes a predetermined value or less when the car 1 is emergency stopped. In addition, by deactivating the deceleration control by outputting a failure detection signal, the riding comfort at the time of emergency stop can be improved and the reliability can be further improved.

In addition, various signals including signals from the first and second encoders 8a and 8b, and the front end portion 23 serving as an interface between the hoisting control unit 21 and the brake control unit 22 are used. Therefore, the wiring in the control panel can be further reduced.

In addition, the front end section 23 is provided with first and second front end calculation sections 23a and 23b which perform the same calculation for obtaining the rotational speed of the drive sheave 5, and the front end shared memory section 23c. The first and second front end computing units 23a and 23b compare the input signals and the calculation results with each other through the front end shared memory unit 23c, and detect a failure when the comparison results exceed a predetermined range. Since the signal is output from the front end communication unit 23e, a failure of the first and second front end computing units 23a and 23b itself and a failure of the first and second encoders 8a and 8b can be detected and the whole system can be detected. Can improve the reliability.

Embodiment 2 Fig.

6 is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention. In the figure, the operation control apparatus 9 has a hoisting control unit 21 and a front end brake control unit 24. The front end brake control unit 24 is provided with the function of the front end unit 23 of the first embodiment together with the function of the brake control unit 22. The hoisting control unit 21 and the front end brake control unit 24 are housed in a common control panel.

The front end brake control unit 24 includes the first and second front end brake control operation units 24a and 24b, the front end brake control shared memory unit 24c, the front end brake control failure notification unit 24d, and The front end brake control communication unit 24e is provided.

The first front end brake control operation unit 24a has the functions of the first brake control operation unit 22a and the first front end operation unit 23a of the first embodiment. The second front end brake control operation unit 24b has the functions of the second brake control operation unit 22b and the second front end operation unit 23b of the first embodiment. The other configuration is the same as that in the first embodiment.

In such an elevator device, the number of parts can be reduced, the configuration can be simplified, the control panel can be downsized, and the cost can be reduced.

Embodiment 3.

Next, FIG. 7: is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention. In the figure, the front end section 23 does not have a computing section or a shared memory section, but has only the first and second front end communication sections 23f and 23g. In addition, the brake control unit 22 has first and second brake control communication units 22f and 22g instead of the brake control communication unit 22e. For this reason, an input signal and a deceleration control command signal are transmitted / received by the direct communication system of two systems. In addition, communication with the hoisting control unit 21 is performed by one of two systems. The other configuration is the same as that in the first embodiment.

In such an elevator device, the number of parts can be reduced, the configuration can be simplified, the control panel can be downsized, and the cost can be reduced.

Embodiment 4.

Next, FIG. 8 is a block diagram which shows the elevator apparatus by Embodiment 4 of this invention. In the figure, the car door and the plurality of landing doors are provided with two sets of door opening sensors 31 for detecting that the door is in an open state. Moreover, the car 1 is provided with two sets of floor alignment sensors 32 for adjusting the step | step between the floor of a boarding point and the floor of the car 1 in a door open state. The signals from the door opening sensor 31 and the floor fitting sensor 32 are input to the corresponding first and second front end calculation units 23a and 23b, respectively.

The first and second front end calculation units 23a and 23b detect that the car 1 is driven in the door open state based on the signals from the door open sensor 31 and the floor fitting sensor 32. When the first and second front end calculating units 23a and 23b determine that the car 1 has moved beyond the predetermined floor fitting zone during the floor fitting operation, the first and second brake electromagnetic relays 13, 14) and the first and second hoisting electromagnetic relays 17 and 18 are opened.

Moreover, when the 1st and 2nd brake control calculation part 22a, 22b detects the door open state during the running of the car 1, it makes the car 1 emergency stop, and also the car during an emergency stop operation. (1) Or the deceleration reduction control of the drive sheave 5 is performed.

In such an elevator device, if it is detected that the car 1 is separated from the floor fitting zone in the door open state, the power to the first and second brake coils 11 and 12 and the hoisting motor 6 is immediately cut off. Reliability can be improved. In addition, the space between the floor of the car 1 and the ceiling of the platform or the space between the ceiling of the car 1 and the floor of the platform can be secured.

In addition, in Embodiment 4, when the door open state is detected and the rotation speed of the hoist 4 is more than a set value, the 1st and 2nd brake coil so that the speed of the hoist 4 may follow the target deceleration pattern. The current of (11, 12) may be controlled by the first and second deceleration control switches 15, 16. For this reason, since the target deceleration pattern can be reduced even in a state where the speed of the hoisting machine 4 is high, the deceleration at the time of emergency braking can be reduced.

In addition, the operation control apparatus 9 of Embodiment 4 may be set as the structure similar to Embodiment 2,3. In addition, in Embodiment 4, although the 1st and 2nd front end calculating parts 23a and 23b had the function of preventing the door opening traveling during a floor fitting operation, this function was provided to the 1st and 2nd brake control calculating parts 22a and 22b. You may have it.

Further, the front end calculating units 23a and 23b and the brake control calculating units 22a and 22b may have different safety monitoring functions. For example, a car speed monitoring function such as compressing the terminal layer, a proximity prevention function between cars in a multi-car type elevator, or the like may be added.

As the main rope 3, a rope having a circular cross section or a belt having a flat cross section can be used.

In the above example, a dual system is shown, but a triple system may be used.

1 elevator car
2 counterweight
3 main rope
4 winding machine
5 driven sheave
6 hoisting motor
7 brake device
7a, 7b first and second brakes
8 speed detector
8a, 8b first and second encoder
9 driving control device
13 First relay electromagnetic relay
14 Electronic relay for 2nd brake
15 1st deceleration control switch
16 2nd deceleration control switch
17 First relay electromagnetic relay
18 Electronic relay for 2nd winding machine
21 hoisting control unit
22 brake control unit
23 Front End
23a first front end operation unit
23b second front end operation unit
23c front end shared memory section (2 port RAM)
23d front end fault alarm
23e front end communication

Claims (8)

A hoist having a drive sheave, a hoisting motor for rotating the drive sheave, and a brake device for braking rotation of the drive sheave,
Suspension means wound around the drive sheave;
A car suspended by the suspension means and lifted by the hoist;
First and second speed detectors respectively generating detection signals according to rotation of the driving sheave;
A hoisting control unit having a hoisting control calculating unit for performing calculations for controlling the hoisting motor based on signals corresponding to the first and second speed detectors, and a hoisting control communication unit for transmitting and receiving signals;
A first brake control operation unit that performs an operation for controlling the brake device based on a signal corresponding to the first speed detector, and an operation for controlling the brake device based on a signal corresponding to the second speed detector. And a brake control communication unit that transmits and receives a signal between the second brake control operation unit to be executed, a brake control shared memory unit for storing shared data of the first and second brake control operation units, and the hoisting control communication unit, A brake control unit for controlling the brake device based on detection signals from first and second speed detectors,
A front end communication unit for transmitting and receiving a signal between the hoisting control communication unit and the brake control communication unit;
A first front end calculating unit calculating a rotational speed of the drive sheave based on a signal from the first speed detector, and a second front calculating the rotational speed of the drive sheave based on a signal from the second speed detector. An end calculating unit and a front end sharing memory unit for storing shared data of the first and second front end calculating units, and various signals including signals from the first and second speed detectors, the hoisting control unit and the brake. An elevator apparatus having a front end portion functioning as an interface between control portions,
The first and second brake control calculators compare the input signal and the calculation result with each other through the brake control shared memory unit, and output a failure detection signal from the brake control communication unit when the comparison result exceeds a predetermined range.
The first and second front end calculators compare the input signal and the calculation result with each other through the front end shared memory unit, and output a failure detection signal from the front end communication unit when the comparison result exceeds a predetermined range. . The method according to claim 1,
The first and second brake control calculating sections control the braking force of the brake device so that the deceleration of the car is equal to or less than a predetermined value when the vehicle is emergency stopped, and outputs the failure detection signal. An elevator device that invalidates the deceleration control of a car. delete delete The method according to claim 1,
The front end unit is an elevator apparatus for adding data of the processing time to the results of the calculation by the first and second front end calculation unit to transmit to the brake control unit. The method according to claim 1,
And the front end portion adds information of a failure occurrence point to the failure detection signal and transmits the information to the brake control portion. The method according to claim 1,
A door opening sensor for detecting a door opening state, and
Further provided with a floor alignment sensor for adjusting the step between the floor of the landing and the floor of the car in the door open state,
The hoisting motor and the first and second front end calculating units based on the signals from the door opening sensor and the floor fitting sensor, when it is determined that the car has moved beyond a predetermined floor fitting zone during the floor fitting operation. Elevator device for cutting off the power to the brake device. The method according to claim 1,
Further provided with a door opening sensor for detecting a door opening state,
And said first and second brake control calculating units stop emergencyly the car and perform deceleration control during the emergency stop operation when the door open state is detected while the car is running.
KR1020107012188A 2008-02-28 2008-02-28 Elevator system KR101189952B1 (en)

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EP2246285A1 (en) 2010-11-03
KR20100085159A (en) 2010-07-28
JPWO2009107218A1 (en) 2011-06-30
EP2246285A4 (en) 2014-07-16
CN101910041B (en) 2014-02-26
JP5355543B2 (en) 2013-11-27
CN101910041A (en) 2010-12-08
EP2246285B1 (en) 2018-06-20
WO2009107218A1 (en) 2009-09-03

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