WO2003031309A1

WO2003031309A1 - Brake controller of elevator

Info

Publication number: WO2003031309A1
Application number: PCT/JP2001/008510
Authority: WO
Inventors: Yoshitaka Kariya; Masanori Yasue; Seiji Watanabe
Original assignee: Mitsubishi Denki Kabushiki Kaisha
Priority date: 2001-09-28
Filing date: 2001-09-28
Publication date: 2003-04-17
Also published as: DE60142530D1; CN1229273C; EP1431226B1; KR100483661B1; KR20030051881A; JPWO2003031309A1; EP1431226A4; EP1431226A1; JP4830257B2; CN1478050A

Abstract

When an armature (17) is attracted while resisting against a spring (7) by energizing a brake coil (16) and a brake shoe (9) pressing a brake wheel (6) is released to generate brake force in the released brake of an elevator, energization of the brake coil (16) is reduced, at first, by a first brake coil control means (38) to release attraction of the armature (17). When the reduction rate of a brake coil current (Ib) slows down to a specified level or below or the brake coil current (Ib) begins to increase during the attraction releasing process of the armature (17) by the first brake coil control means (38), a switching is made to a second brake coil control means (39) and the brake coil (16) is energized within such a range as the armature (17) is not reattracted thus suppressing impact sound of the brake shoe (9) against the brake wheel (6) generated by the force of the spring (7).

Description

Description Elevator brake control device

According to the present invention, when a start signal for the elevator is issued, the brake coil is biased by closing the biasing circuit, and the armature is sucked against the spring force. The pressing force is released, the braking force is released, and the elevator can be started. When the stop signal for the elevator is issued, the energizing circuit is shut off, the armature is opened, and the spring brake is released. The present invention relates to control of an elevator brake that generates a braking force by being pressed. Background art

FIG. 10 shows a schematic configuration of a general brake used in a rope type elevator. The elevator car 1 is suspended in a hanging weight 4 by a main rope 3 wound around a sheave 2 of a hoist, and driven by a hoist motor 5. A brake wheel 6 is mounted on a shaft 5a connecting the hoisting motor 5 and the sheave 2. When the car 1 is stopped, the brakes 9 are pressed against the outer peripheral surface of the brake car 6 by the springs 7 via the brake levers 8, and the braking force is generated by the frictional force.

When the car 1 starts, the motor control circuit 10 energizes the hoisting motor 5 and sends a start signal to the brake control device 11. The brake control circuit 12 is operated, and the chopper circuit 15 is driven by the PWM signal generation circuit 14 of the brake drive circuit 13 to energize the brake coil 16 with a DC variable voltage. When the brake coil 16 is energized, the armature 17 is piled on the spring 7 and the armature 17 is sucked, and the brake lever 9 releases the brake car 1 from pressing the brake car 6 to release the braking. Is done. When the armature 17 is sucked, the brake switch 18 closes and it is detected that the release of the braking force is completed.

When a stop signal is issued, the motor control circuit 10 deactivates the hoisting motor 5 and deactivates the brake coil 16 via the brake control circuit 12 and the brake control circuit 13. The armature 17 is released by being urged, and the brake shoe 19 is pressed against the brake wheel 6 by the spring 7 to generate a braking force.

In other words, in the brake control circuit of FIG.

When the energization of 16 is cut off, a circulating current flows through the brake coil 16 via the diode 20. This circulating current decreases in accordance with the time constant Tc determined by the resistance value R and the reactance value L of the brake coil 16, and the suction force decreases with the decrease in the brake coil current. When the suction force becomes smaller than the force of the spring 7, the armature 17 separates from the brake coil 16 and the brake shoe 19 is pressed by the brake wheel 6 by the spring 7 to generate a braking force.

Next, an outline of the operation according to FIG. 11 will be described. A voltage E indicated by a broken line is output from the brake control device 11. That is, when the suction voltage Ef for suctioning the armature 17 is applied at time t40, the brake coil current Ib gradually increases.

While the armature 17 is being sucked, the brake coil current Ib temporarily starts to decrease. This is because the electromotive force (hereinafter referred to as the speed electromotive force) is generated by the change rate of the inductance L, that is, the moving speed of the armature 17, in addition to the change in the inductance L by the air gap g. When the armature 17 is completely sucked at the time t41, the brake coil current Ib increases under the inductance L in that state.

At time t42, a predetermined time after the armature 17 is sucked and the brake switch 18 is closed, the brake control device 11 holds the applied voltage E of the armature 17 at the suction state. To the required holding voltage Eh. With this decrease, the brake current Ib decreases to the holding current Ih.

At time t43, when the stop signal of the elevator is issued, the applied voltage E becomes zero. Due to the interruption of the energizing circuit, the brake coil current Ib decreases while circulating through the diode 20 connected in parallel with the brake coil 16. With this decrease, the suction of the armature 17 is released, and the brake 7 is pressed by the spring 7 to generate a braking force.

In the process of deenergizing the brake coil 16, the brake coil current Ib temporarily starts to increase. This is due to the release of armature 17 as described above. This is due to the decrease in the inductance L of the brake coil 16 due to the increase in the gap and the speed electromotive force. When the armature 17 is released at time t44, the brake coil current Ib gradually decreases under the inductance L in that state and becomes zero at time t45.

Therefore, when the brake coil current Ib is detected by the current detector 19 and the braking force is released, the moment when the braking force is released can be detected by detecting the decrease point of the brake current Ib. When the braking force is generated, the moment when the braking force is generated can be detected by detecting the increasing point of the brake current Ib.

The conventional elevator brake is configured as described above. When the car 1 is stopped, the voltage applied to the brake coil 16 is 0 V, and the brake coil current Ib is equal to the brake coil 1 It gradually decreases with the time constant determined by the resistance value and the inductance value of 6. The attractive force of the brake coil 16 for attracting the armature 17 is proportional to the square of the brake coil current Ib, and is substantially inversely proportional to the gap between the armature 17 and the brake coil 16. Therefore, when the brake coil current Ib decreases and the suction force decreases, the brake spring 19 is pressed by the force of the spring 7 and collides with the brake vehicle 6. This collision generates noise.

By the way, recent hoisting machines for elevators have been downsized, the brakes themselves have to be downsized, and the brakes must also be made smaller. In order to obtain the required braking force while satisfying such external requirements, the force of the spring 7 pressing the brake shoe 9 must be increased. For this reason, there has been a problem that noise due to the collision is increased.

In particular, in the elevator where the hoist itself is installed in the hoistway, there was a problem that the noise of the brake operation was transmitted into the car 1 and impaired riding comfort.

In response to such a problem, Japanese Patent Publication No. 7-64493 (Japanese Patent Application No. 63-1586861) and the US Patent Publication USP 9974 based on this application According to No. 73, the process of increasing the brake coil current by energizing the brake coil when the start command signal of the elevator was issued using the above characteristics of the elevator of the elevator After detecting a decrease in the motor, a start command is issued to the hoist motor to energize it.If a stop command signal for the elevator is issued, the brake coil is cut off and the brake is turned off. After detecting an increase in the process of decreasing the rake coil current, a stop command is issued to the hoist motor so as to deactivate it, so that the transfer between the brake and the hoist motor 5 can be carried out smoothly, An arrangement for improvement is disclosed.

In the above-mentioned patent publication, detecting the change in the brake coil current when the brake coil is energized and de-energized is for the purpose of improving riding comfort and reducing the noise of the brake operation. Is not mentioned at all, and therefore cannot be used to solve the above problems.

In addition, Japanese Patent Publication No. 7-68016 states that at the start of the elevator, the brake coil current must be started immediately within a range that can maintain the unbalanced torque, and then gradually increased. The braking torque of the brake is reduced to drive the motor by the hoisting motor, and then a small current is applied to the brake coil to maintain the brake open state. A device that suppresses heat generation is disclosed.

Similarly, no mention is made of reducing the brake operation sound, and therefore it cannot be used to solve the above-mentioned problems.

Furthermore, Japanese Patent Application Laid-Open No. 7-24441 discloses that in a brake device that generates a braking force by gripping a rail, a position immediately before a movable piece collides with an electromagnet is required to reduce operating noise. There is disclosed a device that detects the position of the brake shoe just before the brake shoe grips the rail and controls the brake coil current so as to reduce the operation noise.

Although this relates to the reduction of the brake operation sound, it is not easy to detect the position of the movable piece and the position of the brake shoe, and even if the position can be detected, There is a problem that it tends to fluctuate due to brake lining wear and brake adjustment.

Furthermore, Japanese Patent Publication No. 7-8650 discloses that the current pattern for controlling the brake current is compared with the detected value of the brake current, and the brake current is controlled on and off based on the comparison result. Thus, there has been disclosed a device in which an operation sound caused by opening and closing a brake is suppressed.

However, in the brake, the resistance value of the brake coil fluctuates with temperature, The wear of the brake lining differs for each brake. Furthermore, even with the same model, the setting of the braking torque varies. For this reason, it is not easy to suppress the operation noise by uniformly controlling the current pattern.

Furthermore, Japanese Patent Application Laid-Open No. Hei 7-24452 discloses that the brake coil is gently pressed against the guide rail to reduce the operating noise and to maintain the brake coil current in order to shorten the operating time. It is disclosed that the current is reduced to about the current. However, there is a problem that if the brake coil current is reduced, the brake will malfunction due to voltage fluctuations.

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned problem of the conventional elevator brake and to provide an elevator brake with reduced operating noise. Disclosure of the invention

According to the present invention, the armature is sucked by energizing the brake coil, and by the suction, the pressing of the brake shoe on the brake vehicle is released and the braking force is generated in the brake of the elevator where the braking force is released. In this case, first, the bias of the brake coil is reduced so that the attraction of the armature is released by the first brake coil control means, and the brake coil is released during the release of the attraction of the armature by the first brake coil control means. When the rate of decrease in the coil current slows down to a predetermined value or less or the brake coil current starts increasing, the brake is applied with a current larger than the energization by the first brake coil control means as long as the armature is not re-sucked. This is configured to switch to the second brake coil control means for energizing the coil and energize the brake coil.

Thus, by increasing the armature suction force by the brake coil again during the armature suction release process, the pressing force of the spring is weakened, so that the collision noise between the brake shoe and the brake vehicle can be reduced. The switching to the second brake coil control means is performed when the rate of decrease in the brake coil current slows down to a predetermined value or less or when the brake coil current starts increasing, so that the armature suction is released. Immediately after one amateur starts to move, the bias of the brake coil will be increased. In addition, since the increased bias value is limited, even if the brake coil is biased by the second brake coil control means, the release of the armature suction is delayed. Is limited. Further, since the bias value is increased by detecting that the armature has actually moved, even if the resistance value fluctuates due to a temperature change, it is possible to switch to the second brake coil control means in a timely manner.

Further, the present invention provides the first brake coil control means such that the armature is released by gradually decreasing the brake coil current circulating through a branch circuit connected in parallel with the brake coil by shutting off the energizing circuit. It was done.

Since the brake coil current circulating in the branch circuit is attenuated in a short time, the delay in releasing the suction of the armature is limited, and the operating rate of the elevator can be improved.

Further, the present invention provides the brake coil control means, wherein the first brake coil control means is energized by a voltage gradually decreasing with time, and the armature suction is released with the decrease in the voltage. Is controlled. For this reason, switching from the first brake coil control means to the second brake coil control means can be performed smoothly.

Still further, according to the present invention, the switching from the first brake coil control means to the second brake coil control means is performed when the rate of decrease of the brake coil current is zero or the brake coil current starts to increase. Thus, even if the spring force that presses the brake shoe against the brake vehicle changes, or if the resistance value of the brake coil changes with temperature, it can be switched in a timely manner.

Still further, the present invention provides the brake coil control means, wherein the brake coil current value is multiplied by a brake coil resistance value when the reduction rate of the brake coil current is zero, and the brake coil current value is multiplied by the brake coil current value. Is energized. For this reason, the brake coil can be energized with a current value close to the maximum value in a range where the armature is not re-sucked, and the operating noise of the armature can be reduced.

Still further, the present invention provides a brake coil resistance value, a brake coil voltage value and a brake coil current value when the brake coil current becomes a constant value in a state where the braking force is released by an activation signal of the elevator. Therefore, even if the resistance value fluctuates due to temperature changes, the resistance value after the fluctuation The brake coil can be energized with a current value close to the maximum value of the allowable range below, and the effect of the invention can be achieved.

Furthermore, the present invention calculates the rate of change of the brake coil current, limits the rate of change so that the armature is not re-sucked, and energizes the brake coil with a voltage proportional to the obtained value. It was made.

For this reason, the brake coil is energized based on the rate of change of the brake coil current, so that it is possible to respond sensitively to the operation of the armature.

Furthermore, the present invention provides a second brake coil control means comprising a circuit model of a brake coil, and a model current obtained by applying a voltage for energizing the brake coil to the circuit model is supplied to the brake coil. The brake coil is energized with a voltage proportional to the rate of change of the result of subtraction from the current.

Because the inductance of the circuit model is constant, the brake coil is energized based on the armature's moving speed, that is, the increment value of the brake current due to the speed electromotive force, so that the armature's movement can be controlled smoothly. can do.

Furthermore, the present invention obtains the inductance L of the circuit model of the brake coil, and the time constant of the brake coil from the increment ΔI of the brake coil current when the voltage Ei is stepwise applied to the brake coil. This time constant is multiplied by the resistance value R of the brake coil.

For this reason, a circuit model of the brake coil can be configured according to the state of each brake. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a block diagram showing a control circuit of a brake control device for an elevator according to Embodiment 1 of the present invention, and FIG. 2 is a diagram for explaining the operation.

FIG. 3 is a block diagram showing a control circuit of an elevator brake control device according to Embodiment 2 of the present invention, and FIGS. 4 and 5 are diagrams for explaining the operation.

FIG. 6 is a block diagram showing a control circuit of a brake control device for an elevator according to Embodiment 3 of the present invention.

Fig. 8 is a flowchart showing the procedure for measuring the inductance of the brake coil. 9 is an explanatory diagram.

FIG. 10 is a block diagram showing a control circuit of a conventional brake control device for an elevator, and FIG. 11 is a diagram for explaining its operation. BEST MODE FOR CARRYING OUT THE INVENTION

The present invention will be described in more detail with reference to the accompanying drawings. FIGS. 1 and 2 show a first embodiment of a brake control device for an elevator according to the present invention. FIG. 1 is a block diagram showing a brake control circuit. In the figure, 1 is a car, 2 is a sheave of a hoisting machine, 3 is a main rope wound around this sheave 2, and 4 is a suspended weight suspended in a vine-like manner with the car 1 by the main rope 3. Reference numeral 5 denotes a hoisting motor that rotationally drives the sheave 2 via a shaft 5a, and reference numeral 6 denotes a brake wheel directly connected to the shaft 5a.

Reference numeral 7 denotes a spring that constantly presses the brake shoe 9 via the brake lever 8 and presses against the outer peripheral surface of the brake wheel 6 to generate a braking force by frictional force. 10 controls the hoisting motor 5. It is a motor control circuit. 16 is a brake coil, 17 is an armature opposed to the brake coil 16 via an air gap g, and is sucked against the spring 7 by the bias of the brake coil 16. When the brake 19 is released from the brake car 6 to release the braking force, the braking force is released, and when the bias of the brake coil 16 is released, the spring 7 releases the suction. Reference numeral 18 denotes a brake switch for detecting that the release of the braking force is completed by closing the armature 17 when the armature 17 is sucked, and 19 denotes a current detector for detecting the brake coil current Ib.

Reference numeral 30 denotes a brake control circuit that controls the energization and de-energization of the brake coil, and is configured as follows. 3 1 is a mode controller that controls the energizing mode of the brake coil 16, If *, Ih *, and I0 * are the target values of the brake coil current Ib, If * is the attraction current, Ih * Is the holding current, and I 0 * is the zero value as the target value. 3 2 is a switching switch for selecting the target value If *, Ih * and I0 * of the brake coil current Ib, 3 3 is the target value If *, Ih * and I0 * and the brake current I A subtractor 34 for calculating a difference value from b is a current controller for controlling the brake current Ib to be the target values If *, Ih *, and I0 * based on the difference value.

35 is a differentiating circuit for calculating the differential value of the brake current Ib, and 36 is a base for outputting the threshold value A quasi-voltage circuit, usually set to zero value. Reference numeral 37 denotes a comparator that outputs a positive saturation voltage when the differential value is larger than a threshold value.

38 and 39 are control voltage circuits that output the voltage values V1 and V2 for energizing the brake coil 16 after a stop signal is issued from the motor control circuit 10, and V1 is a zero value. V2 is a pulse-like voltage that rises by the stop signal and falls after a predetermined time has elapsed since the brake switch 18 was opened, and is set to a high constant voltage within a range where the armature 17 is not re-sucked. You. Here, the control voltage circuit 38 corresponds to first brake coil control means, and the control voltage circuit 39 corresponds to second brake coil control means.

40 is always connected to the control voltage circuit 38, is switched by the positive saturation voltage output from the comparator 37 and is connected to the control voltage circuit 39, and 41 is a mode controller 3 4 The switching switch is selectively connected to either the current controller 34 or the output terminal c 0 of the switching switch 40 and outputs the coil control signal E *.

50 is a brake drive circuit for energizing the brake coil 16 and is configured as follows. 51 is a DC power supply for energizing the brake coil 16, and 52 is a chopper circuit for outputting a DC variable voltage, which constitutes an energizing circuit for the brake coil 16. 5 3 is a branch circuit connected in parallel with the brake coil 16, which is composed of a diode here, and circulates the brake coil current Ib when the energization of the brake coil 16 is cut off by the chopper circuit 52. . 5 4 is a PWM signal generator which is connected to the switching switch 4 1 and generates a PWM signal corresponding to the coil control signal E *. 5 is a base driver which controls ON / OFF of the chopper circuit 52 by the above PWM signal. is there.

Next, the operation will be described with reference to FIG.

1. Mode 0 (a3, bl, c1)

While the car 1 is stopped, the switching switch 32 selects the terminal a 3, and the switching switch 41 selects the terminal b 1. Therefore, the coil control signal E * becomes 0, and the brake coil 16 is deenergized.

2. Mode 1 (al, b1, c1)

When the start signal is issued from the motor control circuit 10, the switching switch 41 becomes the mode. The target value If * is selected by being switched by the controller 31 and connected to the terminal a1. The coil control signal E * corresponding to the target value If * is output, and the brake coil current Ib rises from time t11. The suction force fc also increases gradually, and becomes equal to the force fs of the spring 7 at time t 1 2. When the armature 17 is further energized and sucked, the brake coil current Ib once starts to decrease. This is due to the fact that the air gap g decreased as the armature 17 was sucked, the inductance L of the brake coil 16 increased, and the speed electromotive force. When the armature 17 has been sucked, the brake coil current Ib gradually increases under the inductance L in that state.

At time t13, when the brake coil current Ib reaches the bowing I current If, the coil control signal E * decreases and the brake coil current Ib is maintained at the attracting current If.

3.Mode 2 (a 2, b 1, c 1)

At time t14, which is a predetermined time after the armature 17 is sucked and the brake switch 18 is closed, the switching switch 32 selects the target value Ih *. By this selection, the brake coil current Ib decreases to the holding current Ih necessary to hold the armature 17 in the suction state.

4. Mode 3 (a 3, b 2, c 1)

When a stop signal is issued from the motor control circuit 10 at time t15, the switching switch 32 selects the target value I0 *, and the switching switch 41 is connected to the terminal b2. At this time, since the switching switch 40 is connected to the terminal c1, the coil control signal E * = 0. The brake coil current Ib circulates through the diode 53 and gradually decreases at a predetermined time constant Tc, and the attraction force fc also decreases. At time t16, the force becomes equal to the force fs of the spring 7, and when the brake coil current Ib further decreases and falls below the force fs of the spring, the armature 17 starts to separate from the brake coil 16. As the armature 17 moves, a speed electromotive force is generated, and the rate of decrease in the brake coil current Ib slows down and gradually increases.

5 Mode 4 (a 3, b 2, c 2)

When the decrease rate of the brake coil current Ib turns to zero or increases, at time t17, the comparator 37 connects the switching switch 40 to the terminal c2, and the voltage value V2 from the voltage circuit 39 becomes the coil. Output as control signal E *. The brake coil 16 is re-energized and The current Ib gradually increases. With the gradual increase of the coil current Ib, the attractive force fc changes substantially constant. Under this suction force fc, the armature 17 continues to move and is released at time t18. The switching switch 40 is reset at a time t19 after a predetermined time has elapsed since the brake switch 18 was released, and is connected to the terminal c1 to output a zero value. 6 Mode 5 (a 3, b 1, c 1)

At time t19, mode 0 is set, and the coil current Ib gradually decreases to zero. According to the first embodiment, when the armature 17 starts to move, the brake coil 16 is urged at a high voltage V2 within a range where it is not re-sucked, and is slightly less than the force of the spring 7. Since the suction force fc is generated, noise caused by the force of the spring 7 when the suction of the armature is released can be reduced. FIGS. 3 to 5 show a second embodiment of the elevator control apparatus according to the present invention.

3, the same symbols as those in FIG. 1 indicate the same parts, and the description will be omitted.

60 is a brake control circuit that controls the energization and de-energization of the brake coil, and is configured as follows. 61 is a pattern signal generator, which outputs a ramp signal that decreases linearly. 6 2 is a latch circuit that holds the output of the pattern signal generator 61 when the positive saturation voltage is output from the comparator 37, and 63 is a differential circuit that calculates the differential value of the brake coil current I b The circuit, 6 4 is a proportional element of the gain K d, 6 5 is a limiter to keep the armature 17 within the range where it is not re-sucked, 6 6 is switched by the output of the comparator 3 7 to the limiter 6 5 The connected switch returns to the terminal c1 after a predetermined time has elapsed since the brake switch 18 was opened. Reference numeral 67 denotes an adder for adding the output V of the latch circuit 62 and the output Vd of the limiter 65 to output a coil control signal E *.

Here, the pattern signal generator 61 corresponds to the first brake coil control means, and the pattern signal generator 61, the latch circuit 62, the differentiation circuit 63, the proportional element 64, and the limit This corresponds to the brake coil control means 2.

Next, the operation will be described with reference to FIG.

1. Mode 0, Mode 1, Mode 2 and Mode 5 are the same as Fig. 2 and the explanation is omitted. Abbreviate.

2. Mode 3 (a 3, b 2, c 1)

When a stop signal is issued from the motor control circuit 10 at time t15, the switching switch 32 selects the target value I0 *, and the switching switch 41 is connected to the terminal b2 to output the ramp signal Vp of the pattern signal generator 61. Is output as the coil control signal E *. The brake coil 16 is controlled by the ramp signal Vp, so that the brake coil current Ib gradually decreases and the suction force fc also decreases. At time t16, the force becomes equal to the force fs of the spring 7, and when the brake coil current Ib decreases below the force fs of the spring, the armature 17 starts to separate from the brake coil 16. With the movement of the armature 17, the air gap g increases and a speed electromotive force is generated, and the rate of decrease in the brake coil current Ib slows down, and then gradually increases.

3. Mode 4 (a 3, b 2, c 2)

When the decrease rate of the brake coil current Ib turns to zero or increases, at time t17, the comparator 37 connects the switch 66 to the terminal c2, and the latch circuit 62 outputs the saturation signal from the comparator 37. Holds the output Vp of the pattern signal generator 61 when it is issued. Further, the differential value of the brake coil current Ib from the differentiating circuit 63 is limited by the limiter 65, and the value Vd is output. The outputs Vp and Vd are added to form a coil control signal E *. The coil control signal E * further increases the increased brake coil current Ib. However, since the armature 17 is not re-attracted, the increase in the brake coil current Ib slows down and starts to decrease. The output of the differentiating circuit 63 also fluctuates due to such fluctuation of the brake coil current Ib, and pulsates as shown in FIG.

The operation in mode 4 will be described in detail with reference to FIG.

(1) Te 1 to Te 2: The comparator 37 operates by the slowdown or gradual increase of the decrease rate of the brake coil current Ib, and the switching switch 66 is connected to the limiter 65. When the armature 17 starts to be displaced and the brake coil current Ib increases, the output Vd of the limiter 65 also increases. The output Vd is added to the output Vp to form a coil control signal E *.

(2) Te—Te 3: The coil control signal E * becomes constant by the limiter 65. Since the brake coil current Ib increases, the detachment speed of the armature 17 decreases.

(3) Te 3—Te 4: Since the coil control signal E * is limited by the limiter 65, The brake coil current Ib stops increasing, and its differential value becomes zero. When the brake coil current Ib decreases, the differential value becomes negative. For this reason, E * <Vp, the suction force decreases, and the detachment speed of the armature 17 increases.

(4) Same as 4—5 and 1—1—2.

(5) Same as 5 1 6 1 2 3

(6) Same as 6—7—3—3—4.

Hereinafter, the armature 17 is separated from the brake coil 16 by repeating the same change.

According to the second embodiment, when the armature 17 starts moving, the brake coil 16 is energized with a high voltage (Vp + Vd) within a range where the armature 17 is not re-sucked, and the spring 7 Since the suction force fc slightly smaller than the force fs is generated, noise when the armature 7 17 is released from suction can be reduced.

In particular, in the second embodiment, the brake coil 16 is energized with the differential value of the brake coil current Ib, so that the noise can be reduced by quickly responding to the fluctuation of the brake coil current Ib. 6 to 9 show a third embodiment of the elevator control apparatus according to the present invention.

6, the same reference numerals as those in FIG. 1 or FIG. 3 indicate the same parts, and the description will be omitted. 7 1 is a model circuit that simulates the brake coil 16 with the resistance R of the brake coil 16 and the inductance L when the armature 17 is sucked.The differential circuit 6 3 and the proportional element 6 4 The model current I hat is output from the output V p by 7 2 is a subtractor for calculating a difference value between the actual brake coil current I b and the model current I hat, and 7 3 is a reference voltage circuit for outputting a reference voltage E i. It is for measuring. Reference numeral 74 denotes a switching switch that is selectively connected to any one of the current controller 34, the adder 67, and the reference voltage circuit 73 to output the coil control signal E *.

Here, the pattern signal generator 61 corresponds to the first brake coil control means, and includes a pattern signal generator 61, a latch circuit 62, a differentiating circuit 63, a proportional element 64, and a model. The circuit 71 corresponds to a second brake coil control means.

80 is a CPU, 81 is a ROM in which a program for calculating the inductance L of the brake coil 16 is recorded, 82 is a RAM for storing temporary data, and 83 is an input / output device.

Next, the operation will be described with reference to FIG.

1. Modes 1 to 3 and mode 5 are the same as in Fig. 4 and will not be described.

2. Mode 4 (a 3, b 2, c 2)

When the rate of decrease of the brake coil current Ib turns to zero or increases, at time 21 the comparator 37 connects the switching switch 66 to the terminal c2, and the connection state is maintained, and the latch circuit 62 is connected. Holds the output Vp of the pattern signal generator 61 at time 21. Further, a subtractor 72 calculates a difference value (Ib_Ihat) between the brake coil current Ib and the model current Ihat by the model circuit 71. This difference value (Ib-Ihat) is output as a value Vd via a differentiating circuit 63 and a proportional element 64. The output Vd is added to the output Vp by the adder 67 to form a coil control signal E *.

The operation in mode 4 will be described in detail with reference to FIG.

(1) Te 21 to Te 22: The armature 17 starts to be displaced, and the difference value (Ib_Ihat) increases as the rate of decrease of the brake coil current Ib slows down or gradually increases. The output Vd proportional to the differential value is added to the output Vp to become the coil control signal E *, so that the attractive force increases and the detachment speed of the armature 17 decreases.

(2) te 22 te 23: When the separation speed of the armature 17 decreases, the speed electromotive force induced in the brake coil 16 decreases, so that the brake coil current Ib decreases and the difference value from the model current Ihat ( I b _ I hat) also decreases. For this reason, the coil control signal E * decreases, the suction force decreases, and the armature 17 detachment speed increases.

(3) te 23_te 24: When the detachment speed of the armature 17 increases, the difference value (Ib-Ihat) increases again, and the coil control signal E * increases. As a result, the suction force increases, and the detachment speed of the armature 17 decreases.

(4) Te 24-te 25: Same as (te 22-te 23), and the description is omitted.

Thereafter, the above operation is repeated, and the suction of the armature 17 is released. Next, the measurement of the inductance L of the brake coil 16 will be described with reference to FIGS.

In step S11, confirm that the brake coil current Ib has become the holding current Ih. In step S12, connect the switching switch 74 to the reference voltage circuit 73. Apply the reference voltage Ei to the brake coil 16 in steps. In step S13, the time t, that is, the time T31 in FIG. 9 is recorded in the memory T1. The brake coil current Ib gradually increases, and the increment ΔI is calculated in step S14. In step S15, the increment ΔI reaches the value calculated by the equation 0.632 X (Ii—Ih) with respect to the target value Ii of the brake coil current Ib with respect to the reference voltage Ei. Check if you have done it. If it has reached, the time t, that is, the time T32 in FIG. 9 is recorded in the memory T2 in step S16. In step S17, the difference between the contents of the memory T2 and the memory T1, that is, the time constant Tc of the brake coil 16 is obtained. In step S 18, the inductance L can be obtained from the product of the time constant T c and the resistance R of the brake coil 16.

The resistance R may be a value measured in advance. However, in consideration of the temperature change, in the third embodiment, the coil control signal E when the brake coil current Ib is the holding current Ih is considered. * And will be determined from

As described above, according to the third embodiment as well, when the armature 17 starts to move, the brake coil 16 is urged within a range in which the armature 17 is not re-sucked, so that the suction of the armature is released. Noise caused by the force of the spring 7 can be reduced.

In particular, since the model circuit 71 simulates the brake coil 16 in a state where the armature 17 is attracted, the inductance L is also in the attracted state. Therefore, since the coil control signal E * can be calculated from the increment (Ib_Ihat) of the brake coil current Ib due to the moving speed of the armature 17, the vibration component of the coil control signal E * can be suppressed. The movement speed of the armature 17 can be smoothed.

Further, in the third embodiment, since the resistance R and the inductance L of the model circuit 71 adopt the actually measured values, the noise can be effectively reduced even if a temperature change occurs. Industrial applicability

As described above, according to the brake control device for an elevator according to the present invention, when the brake coil is energized, the armature is sucked against the spring force, and the suction causes the brake to be applied to the brake vehicle. When the pressing force is released to release the braking force, and when the bias of the brake coil is cut off, the suction of the armature is released, and the brake force is pressed by the spring force to generate a braking force. It can be widely used for a type of overnight brake. Particularly suitable for brakes that increase the spring force to obtain the required braking force as the size of the brake itself is reduced and that the brake shoe is strongly pressed.The hoisting machine itself is installed in the hoistway It is also suitable for high-elevation nights where the sound of brake operation is transmitted to the car.

Furthermore, it is also suitable for overnight installations in apartments and other environments where noise is a problem.

Claims

The scope of the claims

1. When the brake coil is energized by closing the energizing circuit, the armature is sucked against the spring force, and the suction of the brake shoe on the brake car is released by this suction, and the braking force is reduced. The armature is released from suction when the urging circuit is released and the armature is released, and the brake force is pressed by the spring force to generate a braking force. A brake release means for urging the brake coil by the energizing circuit to release the braking force when a start signal is issued, and to interrupt the energizing circuit when a stop signal for the elevator is issued, the brake coil First brake coil control means for controlling the brake coil so that the attraction of the armature is released by reducing the urging of the armature, as long as the armature is not re-sucked. The second brake coil control means for energizing the brake coil by increasing the force more than the urging by the first brake coil control means, and the armature bowing I releasing process by the first brake coil control means. Switching means for switching to the second brake coil control means and energizing the brake coil while the reduction rate of the brake coil current is slowed down to a predetermined value or less or the brake coil current is increasing. Elevator brake control device.

2. The first brake coil control means is energized by a brake coil current circulating through a branch circuit connected in parallel with the brake coil by shutting off the energizing circuit, and with the decrease in the brake coil current. 2. The brake control according to claim 1, wherein the brake coil is controlled so that the armature is released.

3. The first brake coil control means controls the brake coil so that the brake coil is energized by a voltage gradually decreasing with time and the attraction of the armature is released with the decrease in the voltage. 2. The brake control device for an elevator according to claim 1, wherein:

4. The switching means is to switch to the second brake coil control means to energize the brake coil while the reduction rate of the brake coil current is zero or the brake coil current is increasing. Elevator overnight brake system described in Paragraph 1

5. The second brake coil control means energizes the brake coil with a voltage value obtained by multiplying the brake coil current value and the brake coil resistance value when the reduction rate of the brake coil current is zero. 2. The brake control device for an elevator according to claim 1, wherein:

6. Find the brake coil resistance from the ratio between the brake coil voltage and the above-mentioned brake coil current when the brake coil current becomes a constant value with the braking force released by the start signal of the elevator. 6. The brake control device for an elevator according to claim 5, wherein:

7. The second brake coil control means for energizing the brake coil with a voltage proportional to the rate of change of the brake coil current whose upper limit is limited so that the armature is not re-sucked. The brake control device for the elevator according to the paragraph.

8. The second brake coil control means has a circuit model of a brake coil, and subtracts a model current obtained by applying a voltage for activating the brake coil to the circuit model from the brake coil current. 2. The apparatus according to claim 1, wherein the brake coil is energized with a voltage proportional to a rate of change of the result.

9. The reactance L of the circuit model of the brake coil is changed by applying a voltage to the brake coil when the brake coil current is a constant value Ih in a state where the armature is attracted by the elevator start signal and the braking force is released. The increment ΔI of the brake coil current when Ei is weighted in a step-like manner is determined by the target value Ii of the brake coil current with respect to the voltage Ei.

Δ I = 0.6. 3 2 X (I i-I h)

9. The elevator brake control device according to claim 8, wherein a value obtained by multiplying a time Tc at which the value represented by the following expression is obtained by a resistance value R of the brake coil is obtained.