Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
  • B66B1/00—Control systems of elevators in general
  • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
  • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
  • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B66—HOISTING; LIFTING; HAULING
  • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
  • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
  • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
  • B66D5/24—Operating devices
  • B66D5/30—Operating devices electrical
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
  • H01F7/00—Magnets
  • H01F7/06—Electromagnets; Actuators including electromagnets
  • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
  • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
  • H01F7/1805—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current
  • H01F7/1811—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current demagnetising upon switching off, removing residual magnetism

Definitions

• the present invention relates to an elevator braking device for applying force and braking force to a car.
• an elevator brake control device in which a discharge circuit for attenuating the current of the brake coil is connected in parallel to the brake coil has been proposed.
• the discharge circuit is composed of a parallel circuit of a resistor and a capacitor.
• resonance occurs in the circuit that includes the brake coil, capacitor, and resistor.
• the brake coil current is attenuated in a shorter time than when the capacitor is not included in the discharge circuit (see Patent Document 1).
• Patent Document 1 Japanese Patent Laid-Open No. 2003-81543
• the present invention has been made to solve the above-described problems, and can shorten the time from when power supply to the brake coil is stopped until the braking force is applied to the force.
• An object of the present invention is to obtain an elevator brake device that can be used. Means for solving the problem
• the elevator brake device has a brake coil, applies braking force to the car by stopping power supply to the brake coil, and applies braking force to the car by supplying power to the brake coil.
• a brake device body that releases the brake, and a discharge circuit that is connected in parallel to the brake coil and attenuates the current of the brake coil when the power supply to the brake coil is stopped.
• FIG. 1 A schematic configuration diagram showing an elevator provided with a brake device according to Embodiment 1 of the present invention.
• FIG. 2 is a circuit diagram showing the brake control device and brake coil of FIG.
• FIG. 4 is a graph showing a temporal change in voltage generated in a resistor after power supply to the brake coil in FIG. 2 is stopped.
• FIG. 5 is a graph showing a temporal change in the current of the brake coil after power supply to the brake coil in FIG. 2 is stopped.
• FIG. 6 is a graph showing the change in the speed of the car over time after the power supply to the brake coil in FIG. 2 is stopped.
• FIG. 7 A schematic configuration diagram showing an elevator provided with a brake device according to Embodiment 2 of the present invention.
• FIG. 8 is a circuit diagram showing each brake coil of FIG. 7 and the first and second brake control devices.
• FIG. 9 is a graph showing temporal changes of voltages generated in the first and second resistors after the power supply to the brake coils in FIG. 8 is stopped.
• FIG. 10 is a graph showing a temporal change in current of each brake coil after power supply to each brake coil in FIG. 8 is stopped.
• FIG. 11 is a graph showing the temporal change in the speed of the car after the power supply to each brake coil in FIG. 8 is stopped.
• FIG. 12 shows temporal changes in voltages generated in the first and second resistors after the power supply to the brake coils is stopped in the elevator brake device according to Embodiment 3 of the present invention. It is a graph.
• FIG. 13 In the elevator brake device according to Embodiment 3 of the present invention, the time variation of the current of each brake coil after the power supply to each brake coil is stopped. It is a graph which shows conversion.
• FIG. 14 is a circuit diagram of essential parts showing an elevator braking device according to Embodiment 4 of the present invention.
• FIG. 1 is a schematic configuration diagram showing an elevator provided with a brake device according to Embodiment 1 of the present invention.
• a lift 2 and a counterweight 3 are provided in the hoistway 1 so as to be able to move up and down.
• a lifting machine (driving device) 4 for raising and lowering the car 2 and the counterweight 3 is provided above the hoistway 1.
• the lifting machine 4 includes a lifting machine body 5 including a motor and a drive sheave 6 rotated by the lifting machine body 5.
• a plurality of main ropes 7 for hanging the car 2 and the counterweight 3 are hung on the driving sheave 6. The force 2 and the counterweight 3 are moved up and down in the hoistway 1 by the rotation of the drive sheave 6.
• the rotation of the drive sheave 6 is braked by the brake device 8.
• the brake device 8 is mounted on the rotating body 9 that is rotated together with the drive sheave 6, the lifting machine main body 5, and controls the brake device main body 10 for applying a braking force to the rotating body 9 and the operation of the brake device main body 10.
• a brake control device 11 for this purpose.
• the brake control device 11 is mounted on an elevator control panel 12 installed in the hoistway 1.
• the brake device main body 10 includes a braking body 13 that can be brought into and out of contact with the rotating body 9, a biasing spring 14 that biases the braking body 13 in a direction in contact with the rotating body 9, and a biasing spring 14.
• An electromagnetic magnet 15 for displacing the braking body 13 in a direction away from the rotating body 9 against the urging force is provided.
• the electromagnetic magnet 15 has a magnet main body (iron core) 16 and a brake coil 17 incorporated in the magnet main body 16.
• the electromagnetic magnet 15 generates an electromagnetic attractive force by supplying power to the brake coil 17.
• the braking body 13 When power supply to the brake coil 17 is stopped, the braking body 13 is displaced in a direction in contact with the rotating body 9 by the urging force of the urging spring 13. A braking force is applied to the force 2 and the counterweight 3 when the braking body 13 contacts the rotating body 9.
• the brake body 13 has a brake coin
• the electromagnetic magnet 15 When power is supplied to 17, the electromagnetic magnet 15 is displaced in a direction away from the rotating body 9 due to generation of an electromagnetic attractive force. The braking force applied to the car 2 and the counterweight 3 is released when the braking body 13 is separated from the rotating body 9.
• FIG. 2 is a circuit diagram showing the brake control device 11 and the brake coil 17 of FIG.
• a brake control device 11 controls power supply from a power source 18 to a brake coil 17.
• the brake control device 11 is connected in parallel to the brake coil 17 and has a discharge circuit 19 for attenuating the current of the brake coil 17 when power supply to the brake coil 17 is stopped, and the brake coil 17 and the discharge circuit 19.
• a first contact 20 that opens and closes an electrical connection between each of the power supply 18 and the positive electrode of the power supply 18, and a second contact that opens and closes an electrical connection between each of the brake coil 17 and the discharge circuit 19 and the negative electrode of the power supply 18.
• the discharge circuit 19 includes a discharge parallel part 22 and a diode 23 that is connected in series to the discharge parallel part 22 and flows current in a predetermined direction.
• the discharge parallel unit 22 includes a resistor 24 and a constant voltage diode (overvoltage absorption element) 25 connected in parallel to the resistor 24 to maintain the voltage applied to the resistor 24 within a predetermined range.
• FIG. 3 is a graph showing the electrical characteristics of the constant voltage diode 25 of FIG.
• the constant voltage diode 25 when reverse voltage force S is applied to constant voltage diode 25, the amount of current flowing through constant voltage diode 25 is extremely low when the reverse voltage is smaller than the predetermined voltage drop. However, it increases rapidly when the reverse voltage exceeds the specified voltage drop.
• the constant voltage diode 25 has a characteristic that the current in the reverse direction is less than the predetermined voltage drop, sometimes it is difficult to flow current, and that the current is likely to flow suddenly when the reverse voltage exceeds the predetermined voltage drop. Have.
• the constant voltage diode 25 is set so as to have a maximum allowable current when the reverse voltage reaches a predetermined clamp voltage value higher than the drop voltage.
• the clamp voltage value of the constant voltage diode 25 is the upper limit value that is permitted for circuit protection of the brake device 8.
• the first and second contacts 20 and 21 are closed and power is supplied to the brake coil 17.
• the first and second contacts 20 and 21 are opened and the power supply to the brake coil 17 is stopped.
• the brake control device 11 When the car 2 is brought to an emergency stop, the power supply from the power source 18 to the brake coil 17 is stopped by the brake control device 11. At this time, a surge voltage is generated in the resistor 24, and the current of the brake coil 17 flows to the discharge circuit 19.
• FIG. 4 is a graph showing a temporal change in voltage generated in the resistor 24 after power supply to the brake coil 17 in FIG. 2 is stopped.
• FIG. 5 is a graph showing a temporal change in the current of the brake coil 17 after the power supply to the brake coil 17 of FIG. 2 is stopped.
• the surge voltage 31 generated in the resistor 24 from the time when the power supply to the brake coil 17 is stopped (power supply stop time A) until the time X elapses is the constant voltage diode 25 Is maintained at a predetermined clamp voltage value. That is, when the surge voltage 31 is about to exceed the clamp voltage value, the current flowing through the constant voltage diode 25 is automatically adjusted to be maintained at a predetermined clamp voltage value (FIG. 4). This prevents damage to the first and second contacts 20, 21 and the power source 18. At this time, a large amount of current flows through the resistor 24, and the current of the brake coil 17 (hereinafter simply referred to as “brake current”) 32 is rapidly attenuated (FIG. 5).
• the surge voltage 31 continuously decreases from the clamp voltage value, and the brake current 32 is also continuously attenuated by flowing through the resistor 24.
• the electromagnetic attractive force of the electromagnetic magnet 15 is reduced.
• the braking body 13 is separated from the electromagnetic magnet 15 and displaced toward the rotating body 9. This After that, when the braking body contact time B (FIG. 5) is reached, the braking body 13 contacts the rotating body 9.
• the brake current 32 is further attenuated, and the pressing force of the braking body 13 against the rotating body 9 is increased. As a result, a braking force is applied to the rotating body 9, and a braking force is applied to the force 2 and the counterweight 3.
• FIG. 4 also shows temporal changes in surge voltage (hereinafter referred to as “comparative surge voltage”) 33 generated in the resistor when the discharge parallel part 22 in FIG. It is shown.
• FIG. 5 also shows temporal changes in the current of the brake coil 17 (hereinafter referred to as “comparative brake current”) 34 when the discharge parallel part 22 in FIG. .
• the resistance value of the resistor is the resistance 2 when connected in parallel to the constant voltage diode 25 in order to prevent the generation of an excessive surge voltage. It is set lower than the resistance value of 4.
• the time from the power supply stop time A until the decay of the surge voltage 31 is completed is shorter than the time from the power supply stop ⁇ IJA to the completion of the decay of the surge voltage 33 for comparison.
• the time from the power supply stop time A to the completion of the attenuation of the brake current 32 is shorter than the time from the power supply stop time A to the completion of the attenuation of the brake current 34 for comparison. Accordingly, the braking body 13 abuts against the rotating body 9 earlier when the discharge parallel portion 22 shown in FIG. 2 is applied than when the resistance parallel discharge portion 22 is applied, and is applied to the car 2. Power is generated early.
• FIG. 6 is a graph showing temporal changes in the speed of the car 2 (hereinafter simply referred to as “car speed”) 35 after the power supply to the brake coil 17 in FIG. 2 is stopped.
• car speed the speed of the car 2
• the power supply stop time A the power supply to the motor of the lifting machine body 5 (FIG. 1) is also stopped, so that the force speed 35 temporarily increases.
• braking force is applied to the car 2 by the operation of the brake device body 10.
• the force and speed 35 continuously decrease, and the power and speed 2 stop.
• FIG. 6 shows the speed of the car 2 when the discharge parallel part 22 of FIG. 2 is only the resistance (hereinafter referred to as “comparison car” for comparison of the force and the time until the car 2 stops. It also shows 36 time variations). As shown in the figure, it can be seen that the car speed 35 is switched to deceleration at a time earlier than the comparative car speed 36. Therefore, from the power supply stop time A to the car 2 2 is shorter when the discharge parallel part 22 shown in FIG. 2 is applied than when the resistance-only discharge parallel part is applied.
• the discharge circuit 19 connected in parallel to the brake coil 17 has the discharge parallel part 22, and the resistor 24 and the constant voltage diode 25 are connected to each other. Therefore, it is possible to maintain the surge voltage generated in the resistor 24 when the power supply to the brake coil 17 is stopped within the predetermined range by the constant voltage diode 25. Accordingly, the resistance value of the resistor 24 can be set large, and the current of the brake coil 17 can be attenuated in a shorter time. As a result, the force S that displaces the braking body 13 at an early stage can be achieved. Accordingly, it is possible to shorten the time from when the power supply to the brake coil 17 is stopped until the braking force is applied to the car 2.
• FIG. 7 is a schematic configuration diagram showing an elevator provided with a brake device according to Embodiment 2 of the present invention.
• a brake device 8 is mounted on a rotating body 9 that rotates together with a drive sheave 6 and a lifting machine main body 5, respectively, and a first and a second for applying a braking force to the common rotating body 9.
• Brake device body that is, a plurality of brake device bodies
• the first and second brake device main bodies 41 and 42 are the same as the configuration of the brake device main body 10 (FIG. 1) of the first embodiment.
• the first and second brake control devices 43 and 44 are mounted on the control panel 12.
• FIG. 8 is a circuit diagram showing each brake coil 17 and first and second brake control devices 43 and 44 in FIG.
• the first and second brake control devices 43 and 44 are connected to a common power source 18.
• the first and second brake control devices 43 and 44 individually control the power supply to each brake coil 17 with a power of 18 power.
• the configuration of the first and second brake control devices 43 and 44 is the same as that of the brake control device 11 (FIG. 2) of the first embodiment except for the discharge parallel portions 22.
• the discharge circuit 19 of the first brake control device 43 is connected in parallel to one brake coil 17, and the discharge circuit 19 of the second brake control device 44 is connected to the other brake coil 17. Connected to the column. That is, the discharge circuit 19 of each brake control device 43, 44 is individually connected in parallel to each brake coil 17.
• the discharge parallel unit 22 of the first brake control device 43 has a first resistor 45 and a first constant voltage diode (overvoltage absorption element) 46 connected in parallel to the first resistor 45. is doing.
• the discharge parallel part 22 of the second brake control device 44 has a second resistor 47 and a second constant voltage diode (overvoltage absorption element) 48 connected in parallel to the second resistor 47. is doing.
• the resistance values of the first and second resistors 45 and 47 are the same.
• the clamp voltage values of the first and second constant voltage diodes 46 and 48 are different from each other. That is, the predetermined ranges in which the voltage is maintained by the first and second constant voltage diodes 46 and 48 are different from each other.
• the clamp voltage value VI of the first constant voltage diode 46 is set lower than the clamp voltage value V2 of the second constant voltage diode 48.
• Other configurations are the same as those in the first embodiment.
• each brake coil 17 is simultaneously stopped by the operation of the first and second contacts 20 and 21 of each brake control device 11. At this time, a surge voltage is generated in each of the first and second resistors 45 and 47, and the current of each brake coil 17 flows to each discharge circuit 19.
• FIG. 9 is a graph showing temporal changes in the voltages generated in the first and second resistors 45 and 47 after the power supply to the brake coils 17 in FIG. 8 is stopped.
• FIG. 10 is a graph showing temporal changes in the currents of the brake coils 17 after the power supply to the brake coils 17 of FIG. 8 is stopped.
• first surge voltage the surge voltage generated in the first resistor 45
• second surge voltage the surge voltage generated in the second resistor 47
• the clamp voltage value V2 is maintained at 48 (Fig. 9).
• first brake current the current of one brake coil 17
• second brake current the current of the other brake coil 17
• the time XI during which the first surge voltage 49 is maintained at the clamp voltage value VI is set so that the clamp voltage value VI is set lower than the clamp voltage value V2. It is longer than the time X2 that is maintained at the value V2. As a result, the second brake current 52 is attenuated in a shorter time than the first brake current 51.
• each brake body 13 of the second brake device main body 42 is separated from the electromagnetic magnet 15
• the braking body 13 of the first brake device main body 41 is separated from the electromagnetic magnet 15.
• each brake body 13 comes into contact with the rotating body 9 at different brake body contact times B and B ′. That is, each brake body 13 contacts the common rotating body 9 with a time lag.
• the first and second brake currents 51 and 52 are attenuated, and the braking force is applied to the force 2.
• FIG. 9 shows the temporal change of the surge voltage (hereinafter referred to as “comparative surge voltage”) 53 generated in each resistor when each discharge parallel part 22 in FIG. 8 is only a resistor. Also shown.
• FIG. 10 also shows temporal changes in the current of each brake coil 17 (hereinafter referred to as “comparative brake current”) 54 when the discharge parallel part 22 in FIG. .
• the resistance value of the resistance when the discharge parallel part 22 is only the resistance is the same as the resistance values of the first and second resistances 45 and 47. Therefore, when the discharge parallel part 22 is only a resistor, the voltage applied to the resistor at the power supply stop time A becomes a voltage value V3 higher than the clamp voltage values VI and V2.
• FIG. 11 is a graph showing temporal changes in the speed of the car 2 (hereinafter simply referred to as “car speed”) 55 after the power supply to each brake coil 17 in FIG. 8 is stopped. As shown in the figure, the force speed 55 is temporarily increased and then continuously decreased by applying a braking force to the force 2.
• FIG. 11 shows the clamp voltage value VI of the first constant voltage diode 46 in FIG. 8 to the clamp of the second constant voltage diode 48 in order to compare the force and the time until the second stop.
• the temporal changes of the speed 56 of the car 2 when the voltage value is the same as the voltage V2 and the speed 57 of the car 2 when each discharge parallel part 22 in FIG. 8 is only the resistance are also shown.
• the time from the power supply stop time A to the time when the car 2 is stopped is when the clamp voltage values of the first and second constant voltage diodes 46 and 48 are both V2 (speed (Waveform 56), when the first constant-voltage diode 46 is set to the clamp voltage value VI and the second constant-voltage diode 48 is set to the clamp voltage value V2 (speed waveform 55), and each discharge parallel part 22 is resisted. In the case of only (Velocity waveform 57), it becomes longer.
• a discharge circuit 19 is individually connected in parallel to each brake coil 17 of a plurality of brake device bodies 41, 42, and a discharge parallel portion 22 of each discharge circuit 19 is Since the first and second constant voltage diodes 46 and 48 having different clamp voltages are respectively provided, the first and second brake device bodies 41 and 48 are provided so that the current decay rates of the brake coil 17 are different from each other. Power to control 42 S can. Thereby, the generation time of the braking force applied to the rotating body 9 can be shifted between the first and second brake device main bodies 41 and 42, and the impact on the force 2 can be suppressed.
• the resistance values of the first and second resistors 45 and 47 are the same, but the resistance values of the first and second resistors 45 and 47 may be different from each other. .
• the resistance value R1 of the first resistor 45 is set larger than the resistance value R2 of the second resistor 47.
• the first and second constant voltage diodes 46 and 48 are set to the same clamp voltage value V.
• Other configurations are the same as those in the second embodiment.
• FIG. 12 shows the first and second resistors 45 and 47 after the power supply to each brake coil 17 is stopped in the elevator brake device according to Embodiment 3 of the present invention. It is a graph which shows the time change of each voltage which generate
• FIG. 13 is a graph showing the temporal change in the current of each brake coil 17 after the power supply to each brake coil 17 is stopped in the brake device for an elevator according to Embodiment 3 of the present invention. is there.
• first surge voltage a surge voltage generated in the first resistor 45
• second surge voltage a surge voltage (hereinafter referred to as “second surge voltage”) 62 generated in the second resistor 47 are maintained at the clamp voltage value V.
• first brake current the current of one brake coil 17
• second brake current the current of the other brake coil 17
• the resistance value R1 of the first resistor 45 is set to be larger than the resistance value R2 of the second resistor 47, the time Y1 during which the first surge voltage 61 is maintained at the clamp voltage value V is It takes longer than the time Y2 when the second surge voltage 62 is maintained at the clamp voltage value V. As a result, the first brake current 63 is attenuated in a shorter time than the second brake current 64.
• the braking body 13 of the first brake device body 41 is separated from the electromagnetic magnet 15
• the braking body 13 of the second brake device body 42 is separated from the electromagnetic magnet 15.
• Each brake body 13 separated from the electromagnetic magnet 15 contacts the rotating body 9 at different brake body contact times B and B ′.
• the subsequent operation is the same as in the second embodiment.
• the resistance values Rl and R2 of the first and second resistors 45 and 47 are different from each other.
• the second brake device main body 41, 42 can be shifted and the impact on the force 2 can be suppressed.
• the clamp voltage values of the first and second constant voltage diodes 46 and 48 are the same. However, as in the second embodiment, the first and second constant voltage diodes 46 and 48 are the same. Make the clamp voltage values of the voltage diodes 46 and 48 different from each other.
• FIG. 14 is a circuit diagram of an essential part showing an elevator braking device according to Embodiment 4 of the present invention. It is a road map.
• the discharge circuit 19 has a plurality of discharge parallel portions 22 and diodes 23 connected in series with each other.
• the respective configurations of the discharge parallel units 22 and the diodes 23 are the same as the configurations of the discharge parallel units 22 and the diodes 23 of the first embodiment. Other configurations are the same as those in the first embodiment.

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• Engineering & Computer Science (AREA)
• Automation & Control Theory (AREA)
• Mechanical Engineering (AREA)
• Elevator Control (AREA)

Priority Applications (5)

Applications Claiming Priority (1)

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Cited By (4)

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• 2006
  • 2006-06-15 CN CNA2006800514494A patent/CN101360676A/zh active Pending
  • 2006-06-15 JP JP2007521732A patent/JPWO2007144948A1/ja active Pending
  • 2006-06-15 EP EP06757346A patent/EP2028150A4/en not_active Withdrawn
  • 2006-06-15 KR KR1020087016593A patent/KR100996057B1/ko not_active IP Right Cessation
  • 2006-06-15 WO PCT/JP2006/311998 patent/WO2007144948A1/ja active Application Filing

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