KR101839589B1 - A device for controlling escalator or moving-work and a method for the same - Google Patents

Abstract

A method of controlling an escalator or a moving work according to the present invention includes a DC stopping step of electronically stopping a motor in a brake engagement state; and a driving start step of allowing the motor to switch a brake to a release state, stopping the supply of DC to the motor after a release point when the brake is switched to the release state, and driving the motor. The method of controlling an escalator or a moving work according to the present invention includes a control part which controls a motor to switch the motor from an electromagnetically stopped state to the release state of the brake, stops the supply of DC to the motor after the release point when the brake is switched to the release state, and drives the motor. It is possible to improve the safety of a user.

Description

Technical Field [0001] The present invention relates to a control apparatus for controlling an escalator or a moving work,

The present invention relates to a control apparatus for an escalator or a moving work, a control system thereof, and a control method therefor, and more particularly to control of a motor, an inverter and / or a brake.

Referring to FIG. 1, a conventional escalator as a built-in structure includes a frame 23 for supporting the load of the structure. The frame 23 may comprise a truss structure. The frame 23 guides the rotational trajectory of the step 41 and supports the respective components such as the step 41, the main sprocket 12 and the like. The escalator includes a lower landing plate 21 that can be stepped on by a person and an upper landing plate 22 that can be stepped on by a person. A person is moved between the upper and lower landing plates 21, 22 and the step 41. [

The escalator includes a step 41 provided for transporting a passenger and includes a handrail 43 moving with the step 41. The step 41 is connected in a chain-like manner as a whole, and is rotated by the main sprocket 12. The main sprocket 12 rotates the step chain (not shown). The step 41 is fixed to the step chain so that the main sprocket 12 runs the step 41. [

The sprocket assembly 10 rotates around a sprocket shaft (not shown) and is rotated by a drive corresponding sprocket (not shown) connected to the sprocket shaft. The drive sprocket, the main sprocket 12 and the sprocket shaft rotate integrally.

The escalator includes a motor (M) that provides a driving force for transporting a passenger. The escalator includes a drive sprocket (17) rotated by a motor (M). A driving sprocket 17 and a driving chain (not shown) wound around the driving sprocket are provided. The drive chain transmits the rotation of the drive sprocket 17 to the drive corresponding sprocket so that the main sprocket 12 rotates.

In addition, the escalator includes a brake (not shown) provided so as to be able to contact the rotor (rotor) of the motor to stop the driving. In addition, various types of escalator brakes for stopping the drive through physical contact are known.

In addition, the escalator includes a sensing module for sensing a user. The sensing module includes an inlet sensor 31 for sensing the user at the inlet side (UI) and an outlet sensor 33 for sensing the user at the outlet side (UO). 1 shows an example in which the entrance sensor 31 and the exit sensor 33 are disposed in the frame portion between the landing plates 21 and 22 and the step 41, A light transmitting portion and a light receiving portion of the sensors 31 and 33 are arranged and mounted on a pair of supporting rods, respectively.

When the escalator is automatically stopped when the occupant is not present and the driving of the escalator is automatically started when the entrance of the user is detected on the entrance side (UI), the escalator is automatically stopped on the exit side (UO) And when the advance is detected, the driving is automatically stopped again. If there is no user detection at the entrance sensor 31 but there is a user detection at the exit sensor 33, the user enters the reverse direction to the exit side UO. Is started is known.

Though not shown, the basic operation configuration is similar to that of the above-described escalator although there is a difference in the shape of steps (also called a pallet) in the case of a moving work.

An object of the present invention is to further improve the safety of a user using an escalator and a moving walk.

It is also an object of the present invention to minimize the possibility of occurrence of an abnormal situation in which an escalator and a moving workpiece are reversely rotated or overspeed.

In the prior art, when the automatic operation is started in the stopped state of the escalator with the brake applied, an unexpected sudden load load is transmitted to the motor while the brake is released, and an accident that the escalator and the moving work are reversely rotated or over- There was a serious problem. According to the recent accident example according to the prior art, the escalator has been kept stationary even though a number of passengers have entered the entrance (UI) due to the failure of the entrance sensor 31, and the passengers have stopped the escalator When the first passenger leaves the exit side UO, the exit sensor 33 senses the user and recognizes the user as the reverse entrance of the user. Thus, at the moment when the brake is released for the predetermined warning operation, 41 are transmitted to the motor M at a time, and the motor M is rotated in the reverse direction without being able to overcome the load load, resulting in the occurrence of a plurality of casualties. The present invention solves this problem and minimizes the probability of occurrence of an accident.

The probability that the motor M is overloaded is small when a load is added to the motor M after the motor M has already started to rotate. However, when the motor M starts to rotate in the stationary state, There is a problem that the probability that the motor M is overloaded increases. An object of the present invention is to solve such a problem.

In addition, in the prior art, when the driving power of the motor is applied before the break release time, the brake may force the motor to restrain the motor, thereby imposing a strain on the apparatus. When the driving power of the motor is applied after the brake is released, There is a problem that the probability of occurrence of an accident situation increases. These problems occur even when the time difference is several milliseconds. An object of the present invention is to solve such a problem.

Further, in the prior art, there is a control difficulty in accurately matching the release timing of the brake applying the braking force with the physical contact to the drive timing of the motor controlled by the inverter without any error. An object of the present invention is to solve such a problem.

An escalator or moving work according to the present invention includes a motor for providing a driving force for transporting a passenger, an inverter for controlling the motor, and a brake for stopping the driving by physical contact.

According to an aspect of the present invention, there is provided a control method for an escalator or a moving work according to the present invention, comprising: a DC stopping step of electromagnetically stopping the motor in an engaged state of the brake; And a driving start step of switching the brake to the release state while the motor is being electromagnetically stopped and stopping the supply of DC to the motor after the release point at which the brake is switched to the release state and driving the motor; .

In order to solve the above problems, an escalator or a moving work according to the solving means of the present invention controls the motor to be electromagnetically stopped in the engagement state of the brake, and when the motor is electromagnetically stopped, And a control unit for stopping the supply of DC to the motor and controlling the motor to be driven after the release point at which the brake is released to the released state.

Through the above-described solution, the possibility of occurrence of an abnormal situation in which the escalator and the moving work are reversely rotated or overspeed can be minimized.

In addition, it is easy to supply the driving force to the motor (supply AC to the motor at a predetermined frequency) continuously in time after stopping the motor (supplying DC to the motor) by electromagnetic force through the inverter, It is possible to eliminate the blank space between the time when the motor is released and the time when the driving force is generated in the motor, and the possibility of the occurrence of the accident caused by the blank can be minimized.

In addition, driving the motor at the same time as releasing the brake requires that the operation of the mechanical brake and the operation of the electromagnetic inverter be controlled in a binary manner. However, in the solution means of the present invention, The interruption of the DC supply and the driving of the motor can be performed by the inverter, which is a single constitution, so that the control is easy.

1 is a perspective view of a conventional escalator provided in the prior art and an enlarged perspective view of a motor M in an escalator.
2 is a flowchart showing a scenario of an automatic operation and an automatic stop process of an escalator or a moving work.
Fig. 3 is a flowchart showing a scenario of a warning operation process of an escalator or a moving walk.
4 is a conceptual block diagram of a control block of an escalator or moving walk according to an embodiment of the present invention.
5 is a conceptual diagram of control signals of the escalator or the moving work of Fig.
6 is a flowchart of a control method of an escalator or a moving work according to an embodiment of the present invention.
Fig. 7 is a flowchart showing the flow chart of Fig. 6 in more detail.
FIG. 8 is a graph showing changes with time of each control signal according to the control method of FIG. In Fig. 8, in each graph, the horizontal axis represents the time (t) axis and the vertical axis represents the axis indicating whether or not each signal is applied. In FIG. 8, the respective graphs are arranged on the same time axis so as to be able to confirm the time sequence of whether or not each signal is applied. The graph on the uppermost side of FIG. 8 shows the change of the break signal BS with time, and the graph arranged second from the upper side shows the change of the DC stop signal SS with respect to time, And the graph on the lowermost side shows the change of the direction signal DS with respect to time.
9 is a graph showing the actual measurement speed v of the escalator or moving work step, the application of each of the signals DS and VS, the release of the brake, and the stopping of the direct current according to the time t, 1 shows a scenario according to a control method. The bar graph extending horizontally horizontally under the time axis t represents the signal DS (F), VS (V2), or VS (V1) described in correspondence with the left side of the corresponding bar graph, , DC stop state) is maintained.

The control device according to the present invention is provided on an escalator or a moving work. Further, the control method of the present invention is applied to an escalator, a moving work, or the like. The present invention can be implemented by the control device, the escalator or the moving work including the control device, the control method, or the control system to which the control method is applied. An escalator or moving walk may be referred to hereinafter as a " transport device ".

It is to be understood that the term " first ", " second ", etc., preceding the terms mentioned in the present description is intended to avoid confusion of the referred components, and is not related to the importance or main relationship among the components. For example, an invention including only the second component without the first component is also feasible.

Among the terms mentioned in the present description, 'previous' at a specific time means 'before the specific time or the specific time,' and 'previous' at a specific time refers to 'before the specific time except for the specific time' it means. The term 'after' at a specific time means 'after the specific time or after the specific time', and 'after' at a specific time means 'after the specific time except for the specific time'. it means.

FIG. 1 shows the transportation device in which an inlet is disposed on the lower side and an outlet is disposed on the upper side. However, the present invention is also applicable to a transportation device having an entrance on the upper side and an exit on the lower side.

Referring to FIG. 2, the operation according to one scenario of the transport apparatus will be described below. FIG. 2 shows a scenario in which the users ride on the transport device in the direction of the entrance (UI) and exit from the transport device in the exit direction UO, thereby showing the automatic operation and automatic stopping of the transport device accordingly.

Referring to FIG. 2, in a state in which there is no occupant in the transport apparatus, the process of maintaining the stop state of the transport apparatus (S10) proceeds. In step S10, the motor M is maintained in a stopped state, and the step 41 is maintained in a stopped state. In step S10, the brake 70 is engaged and the step 41 is maintained in the stopped state.

According to the scenario of FIG. 2, during the process (S10), the process of detecting entry of the user's direction (UI) (S26) occurs. In the process (S26), the entrance sensor (31) detects the entry of the user in the entrance direction (UI). When the entrance of the user's entrance direction (UI) is detected, a process of starting the automatic operation of the transportation device (S36) is performed. In step S36, the brake 70 is switched to the released state, and the motor M starts driving. In the step S36, the step 41 is driven in the forward direction. Here, the " forward direction " means a direction in which the occupant is rotated to transport the occupant from the entrance to the exit. After the above-described process (S26), the transport apparatus maintains the operating state. After step S26, the transport apparatus maintains the driving state until all users advance. During the operation state of the transportation device, a process (S46) is performed in which all the users enter the exit side (UO) is detected. In the above-described process (S46), the user senses the exit direction (UO) advance through the exit sensor (33). If the entrance of the user in the exit direction UO is detected, the operation of the transport apparatus is automatically stopped (S56). In step S56, the brake 70 is switched to the engaged state, and the motor M stops driving. Thereby, the step 41 is stopped.

Referring to FIG. 3, the operation according to another scenario of the transport apparatus will be described as follows. FIG. 3 shows a scenario in which the transport device performs warning operation when users attempt to board the transport device in the exit direction UO.

Referring to FIG. 3, in a state in which there is no occupant in the transportation apparatus, the process of maintaining the stationary state of the transportation apparatus (S10) proceeds. In step S10, the motor M is maintained in a stopped state, and the step 41 is maintained in a stopped state. In step S10, the brake 70 is engaged and the step 41 is maintained in the stopped state.

According to the scenario of FIG. 3, during the process (S10), a process S27 is performed in which the entrance direction UO of the user is detected. In the process (S27), the exit sensor (33) detects the entrance of the user in the exit direction (UO). When the entrance of the user's exit direction (UO) is detected, the process of starting warning operation of the transportation device (S37) proceeds. The process S37 proceeds automatically. In step S37, a warning message may be output together with a voice message or the like. In step S37, the brake 70 is switched to the released state, and the motor M starts driving. In the step S37, the step 41 is driven in the forward direction. A user who has entered the wrong exit direction UO can intuitively confirm that he or she has entered the transportation device by looking at the step 41 rotating in the forward direction.

Referring to FIGS. 4 and 5, an escalator or a moving work control apparatus according to an embodiment of the present invention will be described below.

The transport apparatus includes a motor (M) for providing driving force for transporting a passenger. In the present embodiment, the motor M is an induction motor. However, the motor M may be a motor of various types such as a synchronous motor and a BLDC motor.

The transport apparatus includes an inverter (60) for controlling the motor (M). The inverter (60) controls whether the motor (M) is driven or not. The inverter (60) can control the rotational speed of the motor (M). For example, the inverter 60 can control the rotational speed of the motor M in a VF (Variable Frequency) control scheme. The inverter (60) can control the torque of the motor (M).

The inverter (60) can control the motor (M) to be electromagnetically stopped. The inverter 60, when receiving a DC stop signal to be described later, controls DC to be supplied to the motor M. [ When a direct current is supplied to the motor M, a magnetic field is formed with respect to the stator (stator) so that the rotor (rotor) remains stationary. That is, when DC is supplied to the motor M, the N-S poles of the stator and the N-S poles of the rotor are kept constant, and the rotor generates a magnetic force so as to maintain a constant position with respect to the stator.

The transport apparatus includes a brake (70) for stopping the drive. The brake 70 stops the driving by the physical contact. In this embodiment, the brake 70 is provided so as to be able to contact the rotor, and is provided to apply a frictional force to the rotor for braking. However, without being limited thereto, the brake 70 may be provided for braking in contact with the main sprocket 12, the drive sprocket, or the drive sprocket 17, And may be provided for braking. That is, it is sufficient if the brake 70 is implemented to be braked by physical contact, and its installation target, installation position, or installation shape need not be limited.

In the engaged state of the brake 70, the brake 70 applies a braking force to the driving of the transportation device. In the released state of the brake 70, the brake 70 does not interfere with the drive of the transportation device. The brake (70) is provided so as to be switchable from one of the engagement state and the disengagement state to the other.

In this embodiment, the brake 70 may include a first part 71 and a second part 72 which are provided so as to be able to contact one side and the other side of the rotor, respectively. In the engaged state, the first part 71 and the second part 72 may contact the rotor and apply a frictional force to the rotor. In the released state, the first part 71 and the second part 72 are spaced apart from the rotor so as not to interfere with the rotor.

The transport apparatus includes a sensing module (31, 33) for sensing a user. The transport device may include an inlet sensor 31 for sensing a user at an inlet side (UI). The transport device may include an outlet sensor 33 for sensing the user at the outlet side UO.

The inlet sensor 31 and the outlet sensor 33 may be implemented by a photoelectric sensor, a camera, a thermal sensor, or the like. For example, the photoelectric sensor may include a light emitter and a light receiver, and the light receiver may sense the light emitted from the light emitter. For example, the light emitter may be an incandescent lamp, a fluorescent lamp, a laser, or the like, and the light receiver may be a photodiode array, an image sensor, a semiconductor light spot position detector, or the like.

The transport apparatus includes a power supply unit (not shown) for supplying power to each configuration. The power supply unit includes a power network for transmitting electric power.

The transport apparatus includes a control unit 90 for controlling each configuration. The control unit 90 can receive signals from each configuration. The control unit 90 can transmit a control signal to a specific configuration based on the received signal. The reception and transmission of the signal may be implemented by wire or wireless. The control unit 90 may perform a determination process according to a predetermined algorithm. The control unit 90 may perform a determination process based on the received signal (information), and may control each configuration accordingly.

The control unit 90 may receive a sensing signal from the sensing modules 31 and 32. The control unit 90 can receive the detection signal from the entrance sensor 31. [ The entrance sensor 31 detects a user on the entrance side UI and transmits a detection signal to the control unit 90. [ The control unit 90 can receive the detection signal from the exit sensor 33. [ The exit sensor 33 detects a user on the exit side UO and transmits a detection signal to the control unit 90. [

The control unit 90 can control the inverter 60. [ The control unit 90 can control the operation of the motor M. [ The control unit 90 can control the operation of the motor M controlled by the inverter 60 by transmitting a signal to the inverter 60. [

The inverter 60 can transmit a signal to the control unit 90. [ The inverter 60 may transmit a predetermined feedback signal to the control unit 90 to notify the control state of the motor M. [ For example, the inverter 60 controls the motor M so that DC is supplied, and accordingly, transmits a feedback signal to the controller 90 to notify that the DC is being supplied to the motor M. [

The control unit 90 can control the operation of the brake 70. [ The control unit 90 can control the brake 70 to switch from the engaged state to the released state. The control unit 90 can control the brake 70 to switch from the released state to the engaged state.

The control unit 90 can determine whether or not a predetermined drive start condition is satisfied in the engagement state (drive stop state) of the brake 70. [

If the controller 90 determines that the drive start condition is satisfied in the engagement state of the brake 70, the controller 90 controls the motor M to be electromagnetically stopped. The control unit 90 can control the motor M to be stopped electromagnetically in the engagement state of the brake 70. [ For example, the control unit 90 may control the brake 70 so that the engagement state of the brake 70 is maintained, and transmit the DC stop signal to the inverter 60 in the engagement state of the brake 70. [ The inverter 60, which has received the DC stop signal, controls the motor M so that DC is supplied to the motor M. As described above, when DC is supplied to the motor M, a magnetic force capable of stopping the motor M is generated.

The control unit 90 controls the brake 70 to switch to the released state in a state where the motor M is stopped electromagnetically. For example, the inverter 60 may control DC to be supplied to the motor M, and may transmit to the controller 90 a feedback signal indicating that DC is supplied to the motor M. The control unit 90, which receives the feedback signal, can control the brake 70 to switch from the engaged state to the released state.

The control unit 90 can stop the supply of DC to the motor M and control the motor M to be driven after the release point at which the brake 70 is switched to the released state. The control unit 90 may stop the supply of DC to the motor M at the above-mentioned release time point or (ii) backward point of the above-mentioned release time point. At the point when the supply of DC of the motor M is stopped, the motor M can be controlled to start driving. The inverter (60) controls the motor (M) so as to stop the supply of DC and controls the motor (M) to rotate. Since the inverter 60 directly controls the motor M, it is easy for the motor M to keep the supply stop time of the direct current and the application time of the alternating current having the predetermined frequency over time.

Referring to FIG. 5, each signal will be described in more detail as follows.

The control unit 90 can transmit the drive signal to the inverter 60. [ The driving signal may include a direction signal DS that determines a rotating direction of the motor M. [ The driving signal may include a speed signal VS for determining the rotational speed of the motor M. [

When the direction signal DS is applied to the inverter 60, the inverter 60 determines the rotation direction of the motor M based on the applied direction signal DS. The direction signal DS may include a forward signal F and a reverse signal R. [ When the forward signal F is applied to the inverter 60, the inverter 60 controls the motor M to rotate in the forward direction. In the escalator according to the embodiment of Fig. 1, when the motor M rotates in the forward direction, the occupant moves upward. When the reverse signal R is applied to the inverter 60, the inverter 60 controls the motor M to rotate in the opposite direction to the normal direction.

When the speed signal VS is applied to the inverter 60, the inverter 60 determines the command speed of the motor M based on the applied speed signal VS. Here, the command speed means a speed as a target value to which the motor M should reach by the inverter 60. [ When the command speed is determined, the motor M is changed from the current stop state or the rotation state to the other rotation speed to the rotation state at the command speed. For example, the inverter 60 of the VF control scheme controls the frequency of the voltage (current) to be supplied to the motor M according to the applied speed signal VS, The rotational speed of the motor varies.

The speed signal VS may include first through n speed signals. When n is 1, the inverter 60 can instruct only one command speed to the motor M in accordance with the speed signal VS. When N is 2 or more, the inverter 60 can instruct the motor M at two or more command speeds in accordance with the speed signal VS.

In this embodiment, the speed signal includes a first speed signal V1 and a second speed signal V2. The first speed signal V1 is a signal indicating a relatively low speed command speed and the second speed signal V2 is a signal indicating a relatively high speed command speed.

The driving signal is implemented by a combination of an applied direction signal DS and a speed signal VS. For example, in a state in which only the direction signal DS is applied and the speed signal VS is not applied, the motor M does not start driving. When the speed signal VS is applied while the direction signal DS is already applied or when the direction signal DS and the speed signal VS are simultaneously applied, the motor M is rotated in a predetermined direction and at a predetermined command speed Drive can be started.

The control unit 90 can transmit the DC stop signal SS to the inverter 60. [ When the DC stop signal SS is applied to the inverter 60, the inverter 60 controls DC to be supplied to the motor M based on the applied DC stop signal SS. As a result, a magnetic field that causes the motor M to stop is formed.

When DC is supplied to the motor M, the inverter 60 can transmit a feedback signal (not shown) to the controller 90.

The control unit 90 transmits the brake signal BS to the brake 70. [ The brake signal BS may include a brake engagement signal for switching the brake 70 to the locked state and a brake release signal for switching the brake 70 to the released state. The control unit 90 can transmit the brake release signal to the brake 70 after transmitting the DC stop signal SS to the inverter 60. [ In the embodiment in which the inverter 60 transmits the feedback signal to the control unit 90, when the feedback signal is applied to the control unit 90, the control unit 90 transmits a brake release signal to the brake 70 . When the brake 70 is applied with the brake release signal, the brake 70 is switched to the engagement state in which the braking force is applied to the motor M via the physical contact.

Also, although not shown, the controller 90 may be configured to transmit a predetermined deceleration stop signal (not shown) to the inverter 60. When the decelerating stop signal is applied, the inverter 60 can control to stop the rotating motor M without applying any braking force. For example, when the inverter 60 receives the deceleration stop signal, the power supplied to the motor M is cut off, and the motor M decelerates naturally, resulting in stopping. The deceleration stop signal may be used at the time of inspection of the transportation device.

Hereinafter, a method of controlling an escalator or moving work according to an embodiment of the present invention will be described with reference to FIGS. 6 to 8. FIG. The contents overlapping each other in the flowcharts are denoted by the same reference numerals, and redundant explanations are omitted.

The control method may be performed by the control unit 90, the inverter 60, the motor M and the brake 70. [ The present invention may be a control method of an escalator or a moving work or may be a control device of an escalator or a moving work including a control unit 90 or the like for performing the control method, ) Or the like, or a moving walk. The present invention may be a computer program including each step of the control method, or may be a recording medium on which a program for implementing the control method by a computer is recorded. The 'recording medium' means a computer-readable recording medium. The present invention may be a robot cleaner control system including both hardware and software.

Flowcharts of Control Methods Combinations of the steps and flowchart illustrations in the figures may be performed by computer program instructions. The instructions may be embedded in a general purpose computer or a special purpose computer, and the instructions produce means for performing the functions described in the flowchart (s).

It is also possible that, in some embodiments, the functions mentioned in the steps occur out of order. For example, the two steps shown in succession may in fact be performed substantially concurrently, or the steps may sometimes be performed in reverse order according to the corresponding function.

The control method may include a determining step (S120) of determining whether a predetermined driving start condition is satisfied. The determining step S120 may be performed in a state where the brake 70 is engaged. The control method includes a DC stopping step (S131) for electromagnetically stopping the motor (M). The direct current stopping step (S131) may be performed when the drive start condition is satisfied. The control method includes a drive start step (S133, S135) for switching the brake (70) to the released state, stopping the supply of DC to the motor (M) and driving the motor (M). In the driving start step (S133, S135), the brake (70) is switched to the released state in a state where the motor (M) is stopped electromagnetically. In the driving start steps (S133, S135), the supply of DC to the motor (M) can be stopped after the release timing and the motor (M) can be driven.

Referring to FIGS. 6 and 8, the transport apparatus proceeds to the step S100 to maintain the stationary state. In step S100, the brake 70 maintains the engagement state. During the engagement state of the brake 70, a process of determining whether a predetermined drive start condition is satisfied is performed (S120). If the drive start condition is unsatisfactory in the step S120, the brake 70 is kept in the engaged state and the transport apparatus keeps the stopped state. (S110) If the driving start condition is satisfied in the step S120, the DC stopping step S131 is performed. In the DC stopping step S131, the DC stop signal SS is turned ON. The process of switching the brake 70 to the disengaged state (S133) proceeds after the time point t1 when the DC stop signal SS is turned ON. The process of switching the DC stop signal SS to the OFF state and starting the drive (S135) proceeds after the time t2 'after the brake 70 is switched to the released state. The process S135 may be performed after the time t2 when the brake 70 is switched to the released state. That is, the time point t3 at which the DC stop signal SS is turned OFF may be after the time point t2 ', preferably after the time point t2'. In step S135, the DC stop signal SS is switched to the OFF state and the speed signal VS is switched from the OFF state to the ON state.

Referring to FIG. 7, the determination step S120 will be described below. The drive start condition may be pre-set to be satisfied when a user's entry is detected. During the engagement state of the brake 70, the process of determining whether the user enters the vehicle is determined (S121). If no user entry is detected in the step S121, the brake 70 is kept in the engaged state, and the transportation device keeps the stationary state. (S110) If user entry is detected in the process S121, the process of turning on the DC stop signal SS proceeds (S131). In step S121, it is possible to determine whether the entrance of the user (UI) or the exit (UO) is detected. The drive start condition may be set such that at least one of the entrance sensor 31 and the exit sensor 33 in the drive stop state is satisfied when it senses the user.

In step S121, it can be determined whether or not the entrance of the user on the exit side (UO) is detected. The drive start condition may be set such that it is satisfied when the exit sensor senses the user in the drive stop state. If the user of the exit sensor 33 is detected without the user detection of the entrance sensor 31 in the stationary state of the transportation device, the control unit 90 can recognize that the user has entered the exit side UO. Accordingly, when a fault situation occurs in which the outlet sensor 33 is in a normal state and the inlet sensor 31 does not operate and the user pushes the step 41 to advance to the outlet side UO, ) Can determine that the user has entered the exit side (UO).

The determining step (S120, S121) may be carried out while the transporting apparatus is stopped. 6 to 8 illustrate that the DC stop signal SS is maintained in the OFF state in the step S110 while the stop state is maintained. However, in the step S110 in which the stop state is maintained, It can be implemented as an embodiment in which the DC stop signal SS is already maintained in the ON state. That is, the time point t1 at which the DC stop signal SS is turned ON may be sufficient if the time point t2 at which the brake is switched to the release state is 'before'. In the embodiment in which the DC stop signal SS is maintained in the OFF state in the step S110 in which the stop state is maintained, there is an advantage that the power consumption can be reduced in the step of maintaining the stop state S110. In the present embodiment in which the DC stop signal SS is maintained in the ON state in the process of maintaining the stop state (S110), the electromagnetic motor M is stopped even when a faulty state of the brake is generated in the stop state So that the safety can be further improved.

In the DC stopping step S131, the motor M is electromagnetically stopped in the engagement state of the brake. In the DC stopping step S131, DC is supplied to the motor M to stop the motor M electronically. The DC stop signal SS can be transmitted from the control unit 90 to the inverter 60 in the DC stopping step S131. The DC stop signal is turned on in the DC stop step S131. Referring to FIG. 8, the DC stopping step S131 refers to a period from the time point t1 to the time point t2 in which the engagement state of the brake is maintained and the DC stop signal SS is ON can do. The time point t1 may be referred to as a first switching point of time t1 at which the DC stop signal is switched from Off to On and the point of time t2 may be referred to as a point of time t2 at which the brake 70 is switched from the engaged state to the released state, ). For example, the time difference between the first switching point of time t2 and the releasing point of time t2 may be set to be shorter than about 0.1 second.

In the drive start steps S133 and S135, the brake 70 is switched to the released state in a state where the motor M is stopped electromagnetically, and the supply of the DC to the motor M is performed after the release timing t2 ' And drives the motor M. [ The supply of DC to the motor M is stopped and the motor M is driven at the i-th release timing t2 or the second timing t3 of the release timing t2 in the drive start steps S133 and S135. Preferably, the supply of DC to the motor M is stopped at the "after" time t3 of the release timing t2 and the motor M can be driven. The time point t3 may be referred to as a second switching time point t3 at which the DC stop signal SS is switched from On to Off. For example, the time difference between the release point of time t2 and the second switching point of time t3 may be set to a very short time of about 0.1 msec, and may be set to substantially the same point in time.

The motor M can be rotated in the forward direction in the driving start steps (S133 and S135). When the user enters the entrance side (UI), the motor M rotates in the forward direction to move the user aboard step 41 to the exit side UO. When the user enters the exit side UO, the motor M rotates in the forward direction, and the user sees that the step 41 moves in the direction opposite to the direction of his / her entry, It can be recognized that the entry is wrong.

In the drive start steps (S133 and S135), a brake release process for switching the brake 70 to the released state proceeds in a state where DC is supplied to the motor M. [ The brake 70 is switched to the released state when the DC stop signal SS is ON. The control unit 90 may transmit the brake release signal to the brake 70 after receiving the feedback signal from the inverter 60. [

The release timing t2 is previously set to 'after' the first switching timing t1. Also, the release point-in-time t2 is preset to 'before' the second switching point-in-time t3. That is, the release point-in-time t2 may be set to the previous point in time of the second switching point-in-time t3 or the second switching point-in-time t3.

In the drive start steps (S133, S135), the DC release process for stopping the supply of DC to the motor and driving the motor is performed in the released state of the brake (70). In the DC release process, the supply of DC to the motor M is stopped and the motor M is driven. In the DC release process, the DC stop signal SS is turned off. A speed signal VS for rotating the motor M at a predetermined speed may be applied at the switching time (second switching time) t3 at which the DC stop signal SS is switched from On to Off. A direction signal DS for rotating the motor M in the normal direction may be applied before the second switching time point t3. The direction signal DS can be turned on at the time point t3 when the speed signal VS is on. That is, the direction signal DS may be turned on at a point before the second switching point-in-time t3 or the second switching point-in-time t3.

Referring to FIG. 8, when the drive start condition is satisfied, the DC stop signal SS is switched from the OFF state to the ON state. At the first switching time t1 at which the DC stop signal SS is switched to the ON state, the brake 70 maintains the engagement state. After the first switching time t1, a brake signal BS for switching the brake to the released state is applied. Thereby, the brake 70 is switched to the released state at the release timing t2. After the release timing t2, the DC stop signal SS is switched to the OFF state and the speed signal VS is applied. At the second switching point in time t3, the DC stop signal SS may be switched to the Off state and the speed signal VS may be switched to the On state. The speed signal VS applied at the second switching point in time t3 may be the first speed signal V1. The second switching point of time t3 is set to 'after' the release point of time t2 '.

On the other hand, the application time point of the direction signal DS may be set after the first switching time t1 '. The application time point of the direction signal DS may be preset to 'before' the second switching point-in-time t3. Between the first switching time t1 and the releasing time t2, a direction signal DS for the forward rotation of the motor may be applied. In the present embodiment with reference to FIG. 8, the direction signal DS is applied to the first switching point in time t1.

A scenario referring to FIG. 9 will be described as follows. The graph of FIG. 9 shows the actual measured velocity (v) of the transport device, ii) whether the normal direction signal (F) is applied, ii) whether the brake (70) V2), whether or not the low speed signal (V1) is applied, and (v) whether or not the DC current is stopped. Here, the measurement speed v may be a value obtained by measuring the rotation speed of the motor M or a value obtained by measuring the speed of the step 41 of the transport apparatus. Tb, tc, td, te, tf, tg, th and ti are shown according to the time sequence after the initial point (0).

First, the forward signal (F) is applied to the stationary device. The forward signal F maintains the applied state from the initial point of time (0) to the point of time ti. Further, in the stationary state of the transport apparatus, DC is supplied to the motor (M) to maintain the DC stop state. The DC stopping state is maintained from the initial time point (0) to the time point (shoe).

At the initial point (0), the brake is in the engaged state. The engagement state of the brake 70 is maintained from the time point 0 to the time point ta. At the time ta when the DC stop state is maintained, the brake 70 is switched to the disengaged state. The released state of the brake 70 is maintained from the time point tb to the time point th.

At the time point tb after the time ta, the DC stopping state is terminated and the low-speed signal V1 is applied. The application state of the low-speed signal V1 is maintained from the time tb to the time td. Thereby, at the time point tb, the transport device starts driving. The speed v of the transport device rises from 0 to a predetermined low speed value at a time interval between the time point tb and the time point tc and the speed v at the time tc is set to the predetermined low speed value . In the section between the time point (tc) and the time point (td), the speed (v) of the transport apparatus maintains the predetermined low speed value.

At the time point td, the application state of the low-speed signal V1 is terminated and the high-speed signal V2 is applied. The application state of the high-speed signal V2 is maintained from the time point td to the time point te. Accordingly, at time td, the transport device starts to increase the speed v again. The speed v of the transporting device rises from the predetermined low speed value to a predetermined high speed value in a section between the time point td and the time point te and from the time when the predetermined high speed value is reached, Maintains high speed value.

At this time point te, the application state of the high-speed signal V2 is terminated and the low-speed signal V1 is applied again. The application state of the low-speed signal V1 is maintained from the time point te to the time point tf. Thus, at time point te, the transport device begins to reduce speed v. The speed v of the transport apparatus decreases from the predetermined high speed value to the predetermined low speed value in a section between a time point te and a time point tf, Lt; / RTI >

At the time tf, the application state of the low-speed signal V1 is not only terminated, but all the speed signals VS are off. The off state of the speed signal is maintained from the time point tf to the time point ti. Accordingly, at the time point tf, the transport apparatus starts to reduce the speed v. At the interval between the point of time tf and the point of time tg, the speed v of the transport device decreases from the predetermined low speed value to zero.

At the time point tg, DC is supplied to the motor M to switch to the DC stop state. The DC stopping state is maintained from the time point tg to the time point ti. As a result, the motor M is controlled to be electromagnetically stopped from the time point tg. Further, from the time point tg, the transport apparatus remains stationary. At this time point tg, the brake 70 is in the released state. At the time point (th) after the time point tg, the brake 70 ends the release state and is switched to the engagement state.

12: Main sprocket 17: Driving sprocket
21, 22: landing plate 23: frame
31: inlet sensor 33: outlet sensor
41: Step 43: Handrail
UI: inlet side UO: outlet side
M: Motor 60: Inverter
70: Brake 90:
DS: Direction signal VS: Velocity signal
SS: DC stop signal BS: Break signal

Claims (15)

A control method for an escalator or a moving walk including a motor for providing a driving force for conveying a passenger, an inverter for controlling the motor, and a brake for stopping the driving by a physical contact,
A DC stopping step of electronically stopping the motor in the engagement state of the brake; And
And a driving start step of switching the brake to the released state while the motor is being electromagnetically stopped and stopping the supply of the DC to the motor after the release point at which the brake is switched to the released state and driving the motor A method of controlling an escalator or moving walk comprising. The method according to claim 1,
In the DC stopping step,
A direct current is supplied to the motor to stop the motor electromagnetically,
In the driving start step,
And switches the brake to the released state in a state in which DC is supplied to the motor. 3. The method of claim 2,
In the driving start step,
And stopping supply of DC to the motor and driving the motor in the released state of the brake. The method according to claim 1,
Further comprising a determining step of determining whether a predetermined driving start condition is satisfied in the engagement state of the brake,
And the DC stopping step proceeds if the drive start condition is satisfied. 5. The method of claim 4,
The drive start condition may include:
The escalator or moving walk being set so as to be satisfied when a user's entry is detected. 6. The method of claim 5,
The drive start condition may include:
Wherein the escalator or moving work is pre-set to be satisfied when a reverse entry of the user is detected. 5. The method of claim 4,
Wherein the escalator or moving walk includes an inlet sensor for sensing a user at an inlet side and an outlet sensor for sensing a user at an outlet side,
The drive start condition may include:
Wherein at least one of the entrance sensor and the exit sensor is set to be satisfied when the user senses the user in a driving stop state. 8. The method of claim 7,
The drive start condition may include:
And is set such that it is satisfied when the exit sensor senses a user in a driving stop state. 9. The method according to claim 6 or 8,
And the motor is rotated in the forward direction in the driving start step. The method according to claim 1,
The DC stop signal is turned on in the DC stop step,
And the DC stop signal is turned off in the driving start step. 11. The method of claim 10,
Wherein a speed signal for rotating the motor at a predetermined speed is applied at the time of switching the DC stop signal from On to Off. 12. The method of claim 11,
Wherein a direction signal for rotating the motor in a forward direction is applied before the switching point. 11. The method of claim 10,
The release point
Wherein the DC stop signal is set after the first switching point at which the DC stop signal is switched from Off to On and is set before the second switching point at which the DC stop signal is switched from On to Off. A motor for providing a driving force for transporting a passenger;
An inverter for controlling the motor;
A brake for stopping the drive by physical contact; And
Controls the motor to be electromagnetically stopped in the engagement state of the brake, controls the brake to be switched to the release state in a state where the motor is stopped electromagnetically, and after the release timing when the brake is switched to the release state And a controller for stopping supply of DC to the motor and controlling the motor to be driven. An escalator or moving walk including the control device of claim 14.

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