WO2008068840A1

WO2008068840A1 - Elevator system

Info

Publication number: WO2008068840A1
Application number: PCT/JP2006/324212
Authority: WO
Inventors: Masunori Shibata
Original assignee: Mitsubishi Electric Corporation
Priority date: 2006-12-05
Filing date: 2006-12-05
Publication date: 2008-06-12
Also published as: EP2090540A1; CN101522552A; JPWO2008068840A1; EP2090540B1; EP2090540A4; CN101522552B; KR101080566B1; KR20090057087A; JP5031767B2

Abstract

An elevator system in which a deceleration reducing brake control section reduces deceleration of a cage when it stops suddenly through a brake system by reducing brake force of the brake system. Contact of a safety circuit includes an invalidation contact which is at least one preselected contact, and a validation contact which is at least one contact excluding the invalidation contact. The safety circuit is arranged to invalidate deceleration reducing control by the deceleration reducing brake control section when the invalidation contact is opened, and to validate deceleration reducing control by the deceleration reducing brake control section when the validation contact is opened and the invalidation contact is closed.

Description

Specification

Elevator equipment

Technical field

TECHNICAL FIELD [0001] The present invention relates to an elevator apparatus that reduces the deceleration of a car when a force stop is suddenly stopped.

Background art

[0002] In a conventional elevator braking device, during emergency braking, the braking force of the electromagnetic brake is controlled based on the deceleration command value and the speed signal so that the deceleration of the force becomes a predetermined value (for example, (See Patent Document 1).

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

Disclosure of the invention

Problems to be solved by the invention

[0004] In the conventional brake device as described above, even when it is desired to stop the force immediately, for example, when the control unit for controlling the deceleration has failed, the car is always generated when a sudden stop command is generated. Because it tries to control the deceleration of the vehicle, the stopping distance may become long

[0005] The present invention has been made to solve the above-described problems. When a force sudden stop command is issued, the force deceleration is reduced and the car is immediately stopped. The purpose is to obtain an elevator device that can easily switch the operation of the brake device.

Means for solving the problem

[0006] The elevator apparatus according to the present invention has a car, a brake device for stopping the traveling of the force, and a plurality of contacts connected in series with each other, and at least one of the contacts is released to release the brake. A safety circuit that stops the car suddenly with the device, and a deceleration reduction brake control unit that reduces the braking force of the brake device and reduces the deceleration of the force when the force suddenly stops with the brake device. , A disabled contact that is at least one preselected contact, and a valid contact that is at least one contact excluding the disabled contact The safety circuit disables the deceleration reduction control by the deceleration reduction brake controller when the invalidation contact is opened, opens the validation contact, and closes the invalidation contact. If so, it is configured to enable deceleration reduction control by the deceleration reduction brake control unit.

Brief Description of Drawings

FIG. 1 is a configuration diagram showing an elevator apparatus according to Embodiment 1 of the present invention.

2 is a circuit diagram showing a control circuit for controlling the brake device of FIG. 1. FIG.

FIG. 3 is a circuit diagram showing a safety circuit of the elevator apparatus of FIG. 1.

FIG. 4 is a configuration diagram showing an elevator apparatus according to Embodiment 2 of the present invention.

FIG. 5 is a circuit diagram showing a control circuit for controlling the brake device of FIG. 4.

6 is a circuit diagram showing a circuit for driving the main contact of FIG.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

Embodiment 1.

FIG. 1 is a configuration diagram showing an elevator apparatus according to Embodiment 1 of the present invention. The car 1 and the counterweight 2 are suspended in the hoistway by the main rope 3 and are raised and lowered in the hoistway by the driving force of the lifting machine 4. The hoisting machine 4 includes a drive sheave 5 around which the main rope 3 is wound, a motor 6 that rotates the drive sheave 5, and a braking means 7 that brakes the rotation of the drive sheave 5.

The braking means 7 includes a brake wheel 8 that is rotated integrally with the drive sheave 5, and a brake device 9 that brakes the rotation of the brake wheel 8. The brake device 9 includes a brake shoe 10 that contacts and separates from the brake wheel 8, a brake spring 11 that presses the brake shoe 10 against the brake wheel 8, and a brake shoe 10 that opens against the brake spring 11 from the brake wheel 8. The brake coil 12 is separated.

The motor 6 is provided with a speed detector 13 that generates a signal corresponding to the rotational speed of the rotating shaft, that is, the rotational speed of the drive sheave 5. As the speed detector 13, for example, an encoder is used.

[0011] The elevator control device 14 controls the operation of the power conversion device 15 such as an inverter and the car 1. An operation control unit 17 for controlling the brake device 9 and a main brake control unit 18 for controlling the brake device 9. The power conversion device 15 supplies power to the motor 6. The operation control unit 17 controls the power conversion device 15 and the main brake control unit 18 in accordance with the signal from the speed detector 13. The main brake control unit 18 controls the brake device 9 in accordance with a command from the operation control unit 17.

[0012] The deceleration reduction brake control unit 19 is connected to the brake coil 12 in parallel with the main brake control unit 18, and reduces the braking force of the brake device 9 independently of the main brake control unit 18. Can do.

[0013] When the car 1 is stopped at the stop floor during normal operation, the main brake control unit 18 causes the brake device 9 to perform a braking operation and maintains the stationary state of the force car 1. Further, the main brake control unit 18 causes the brake device 9 to perform a braking operation when a command for suddenly stopping the car 1 is issued while the force 1 is traveling. However, if the deceleration of the car 1 is greater than or equal to a predetermined value at this time, the braking force of the brake device 9 is reduced by the deceleration reduction brake control unit 19 and the deceleration of the cage 1 does not exceed the predetermined value. To be controlled. The deceleration reduction brake control unit 19 obtains and monitors the deceleration of the car 1 based on the signal from the speed detector 13.

The elevator control device 14 may include a first computer having an arithmetic processing unit (CPU), a storage unit (ROM, RAM, hard disk, etc.) and a signal input / output unit. The functions of the operation control unit 17 and the main brake control unit 18 are realized by the first computer.

The deceleration reduction brake control unit 19 includes a second computer having an arithmetic processing unit (CPU), a storage unit (ROM, RAM, hard disk, etc.) and a signal input / output unit. The function of the deceleration reduction brake control unit 19 is realized by the second computer.

[0016] An upper end switch 41 is provided near the upper terminal floor in the hoistway. A lower terminal switch 42 is provided near the lower terminal floor in the hoistway. A plurality of car position detection switches 43 for detecting the absolute position of the force 1 are provided in the hoistway. Further, a governor switch 44 for detecting the overspeed of the car 1 is provided at the upper part of the hoistway. Furthermore, the force 1 is provided with a force door switch 45 for detecting the open / closed state of the force door!

[0017] Signals from the switches 41 to 45 are input to the safety circuit body 40. Car position detection suite The switch 43 is a switch used for the terminal floor forced reduction gear. When the speed of the car 1 becomes higher than the overspeed pattern set in advance according to the car position, the car 1 is suddenly moved by the safety circuit body 40. Stopped. The overspeed pattern in the terminal floor forced reduction gear is set so that it gradually decreases as the car 1 approaches the upper and lower terminal floors of the hoistway.

FIG. 2 is a circuit diagram showing a control circuit for controlling the brake device 9 of FIG. A main brake control unit 18 and a deceleration reduction brake control unit 19 are connected to the brake coil 12 in parallel. That is, if at least one of the main brake control unit 18 and the deceleration reduction brake control unit 19 is deviated, the braking force of the brake device 9 is released.

The main brake control unit 18 supplies power to the brake coil 12 from the first power source 22 by closing the pair of main contacts 21. A first semiconductor switch 23 such as a MOS-FET is connected between the first power supply 22 and the main contact 21. The first semiconductor switch 23 generates an average voltage corresponding to the ON-OFF time ratio by switching at high speed (step-down voltage). The first semiconductor switch 23 is controlled by a command signal generated by the first computer of the elevator controller 14.

The first freewheeling diode 24 is connected to the first power supply 22 in parallel with the brake coil 12. The first freewheeling diode 24 protects the circuit from the counter electromotive force generated in the brake coil 12.

The deceleration reduction brake control unit 19 supplies power to the brake coil 12 from the second power supply 26 by closing the pair of deceleration control contacts 25. A second semiconductor switch 27 such as a MOS-FET and a resistor 29 as a current limiting resistor are connected between the second power source 26 and the deceleration control contact 25. The second semiconductor switch 27 generates an average voltage corresponding to the ON-OFF time ratio by switching at high speed (step-down chitsuba). The second semiconductor switch 27 is controlled by a command signal generated by the second computer of the deceleration reduction brake control unit 19.

The resistor 29 limits the current flowing through the brake coil 12 even when an ON failure occurs in the second semiconductor switch 27. The second freewheeling diode 28 is connected to the second power supply 26 in parallel with the brake coil 12. In addition, the second freewheeling diode 28 is The circuit is protected from the back electromotive force generated in the rake coil 12.

[0023] A circuit in which a diode 30 and a resistor 31 are connected in series is connected to the brake coil 12 in parallel. The circuit composed of the diode 30 and the resistor 31 quickly consumes the back electromotive force generated in the brake coil 12 when the main contact 21 or the deceleration control contact 25 is opened.

FIG. 3 is a circuit diagram showing a safety circuit of the elevator apparatus of FIG. The safety circuit body 40 is provided with a deceleration control relay coil 25a for turning ON the deceleration control contact 25 and a safety relay coil 49 for allowing the car 1 to start!

[0025] The safety relay coil 49 has contacts 41a on the upper end switch 41, contacts 42a on the lower end switch 42, contacts 43a on the car position detection switch 43, contacts 44a on the governor switch 44, and contacts 45a on the car door switch 45. Contact point of multiple landing door switches that detect the opening / closing of landing doors on each floor 46, switch contact point 47 that detects opening / closing of a rescue exit provided on the ceiling of the car 1, and prevents the car 1 from starting during maintenance, etc. Stop switch contact 48 is connected in series.

[0026] The contact point 41a is opened when the car 1 reaches the position of the upper end switch 41. The contact 42a is opened when the car 1 reaches the position of the lower end switch 42. The contact 43a is opened when the car 1 reaches the position of the car position detecting switch 43. Contact 44a is opened when the speed governor detects the overspeed of car 1. Contact 45a is opened when the force door is opened.

[0027] The deceleration control relay coil 25a is connected in parallel to the contacts 46 to 48 that are the enabling contacts and the safety relay coil 49, and in series with the contacts 41a to 45a that are the disabling contacts. It is connected. Therefore, when all the contacts 41a to 48 are closed, the safety relay coil 49 is energized and the start of the car 1 is permitted. Further, when at least one of the contacts 41a to 48 is opened, the power supply to the power converter 15 and the main brake control unit 18 is cut off, and the car 1 is suddenly stopped. The operation control unit 17 also monitors the state of the safety relay coil 49, and when the safety relay coil 49 is de-energized, a command to stop starting the force 1 is output from the operation control unit 17.

[0028] Furthermore, when at least one of the contacts 41a to 45a is opened, the deceleration control relay coil 25a that is connected only by the safety relay coil 49 is also de-energized. The deceleration brake control unit 19 is disconnected from the brake coil 12, and the deceleration reduction control by the deceleration reduction brake control unit 19 is invalidated.

[0029] Furthermore, when at least one of the contacts 46 to 48 is opened while the contacts 41a to 45a are closed, the safety relay coil 49 is de-energized. The power deceleration control relay coil 25a is attached. Therefore, the deceleration reduction control by the deceleration reduction brake control unit 19 is performed.

[0030] In such an elevator apparatus, when the contacts 41a to 45a which are invalidation contacts are opened, the deceleration reduction control by the deceleration reduction brake control unit 19 is invalidated, and the validation contact 4

When 6 to 48 are opened and the invalidation contacts 41a to 45a are closed, the deceleration reduction control by the deceleration reduction brake control unit 19 is enabled, so when the car 1 sudden stop command is issued The operation of the brake device 9 can be easily switched between the case where the deceleration of the force 1 is reduced and the case where the car 1 is stopped immediately.

[0031] Since the deceleration control relay coil 25a is connected in series to the disabling contacts 41a to 45a and connected in parallel to the enabling contacts 46 to 48, the deceleration reduction control can be performed with a simple configuration. Enable / disable can be switched.

[0032] Further, since the contact 45a of the car door switch 45 is used as a disabling contact, if the car door is opened while the car 1 is running, the car 1 is kept at the shortest distance without performing deceleration reduction control. You can stop it instantly.

[0033] Furthermore, since the contact 44a of the governor switch 44 is used as a disabling contact, the braking control unit 19 should be broken and the brake shoe 10 should remain separated from the brake car 8. In such a case, the car 1 can be stopped immediately when the car 1 reaches an overspeed.

[0034] In addition, since the contact 43a of the car position detection switch 43 is set to the invalidation contact, the braking / deceleration brake control unit 19 should break down and the brake shoe 10 remains separated from the brake car 8. In this case, when the car 1 reaches the position of the car position detection switch 43, the car 1 can be immediately stopped at the shortest distance.

[0035] Further, since the contacts 41a and 42a of the end point switches 41 and 42 are set as invalidation contacts, the car 1 reaches the position of the end point switches 41 and 42 even if the deceleration control brake control unit 19 breaks down. The car 1 can be immediately stopped at the shortest distance. Therefore, the car 1 cannot enter the end of the hoistway while accelerating.

[0036] Furthermore, since the deceleration reduction brake control unit 19 controls the brake device 9 independently of the main brake control unit 18, the operation of emergency braking is further suppressed while suppressing deceleration during emergency braking. It can be started reliably and promptly.

[0037] Embodiment 2.

Next, FIG. 4 is a block diagram showing an elevator apparatus according to Embodiment 2 of the present invention. In the figure, the elevator control device 14 includes a power conversion device 15, an operation control unit 17, and a brake control unit 20.

The brake control unit 20 holds the car 1 in a stationary state by the brake device 9 when the car 1 is stopped. In addition, when a command for suddenly stopping the car 1 is issued, the brake control unit 20 causes the brake device 9 to perform a braking operation. At this time, however, if the deceleration of the car 1 is greater than or equal to a predetermined value, the braking force of the brake device 9 is reduced and control is performed so that the deceleration of the force 1 does not exceed the predetermined value. The brake control unit 20 monitors the deceleration of the force 1 based on the information from the operation control unit 17.

As described above, the brake control unit 20 of the second embodiment has both functions of the main brake control unit 18 and the deceleration reduction brake control unit 19 of the first embodiment. That is, in the second embodiment, the brake control unit 20 is a deceleration reduction brake control unit.

FIG. 5 is a circuit diagram showing a control circuit for controlling the brake device 9 of FIG. The control circuit in FIG. 5 is the same as the circuit in FIG. 2 except for the deceleration reduction brake control unit 19. The semiconductor switch 23 is controlled by a command signal generated by a computer of the elevator controller 14. Further, the safety circuit of the second embodiment is configured in the same manner as in FIG.

FIG. 6 is a circuit diagram showing a circuit for driving the main contact 21 of FIG. The contact 25b is opened by deactivating the deceleration control relay coil 25a of the safety circuit, and is closed by energizing the deceleration control relay coil 25a. A contact 50 and a main contact coil 2 la are connected in series to the contact 25b. The contact 50 is opened and closed in response to a drive command from the operation control unit 17. That is, when a driving command is output from the operation control unit 17, the contact 50 is closed. It is. When the main contact coil 21a is energized, the main contact 21 is closed, and when the main contact coil 21a is de-energized, the main contact 21 is opened.

[0042] Therefore, when the deceleration control relay coil 25a is energized, the contact 25b is closed, and a drive command is output from the operation control unit 17, the brake control and emergency control during normal operation are performed. Deceleration reduction control at the time can be performed.

On the other hand, when the contact 25b is opened, the main contact 21 is opened, so that the force 1 is stopped suddenly and the deceleration reduction control is invalidated.

[0044] With the above configuration, even when the brake control unit 20 also functions as the main brake control unit and the deceleration reduction brake control unit, the deceleration of the car 1 is reduced when the car 1 sudden stop command is generated. The operation of the brake device 9 can be easily switched between when the car is stopped and when the car 1 is stopped immediately.

In the above example, the car is based on the signal from the speed detector 13 provided in the motor 6.

The deceleration of 1 was calculated. For example, the speed detector provided in the governor or the acceleration provided in the car

Find the speed of the basket.

In the above example, the deceleration reduction control should be performed by the electric circuit that processes the force analog signal that was calculated by the computer processing of the deceleration reduction brake control unit.

Further, in the above example, it is detected by the signals from the end point switches 41 and 42 that the force 1 is located near the terminal floor. However, for example, the speed detector provided in the governor or the hoisting machine is installed. In addition, in the above example, the brake device 9 is provided in the hoisting machine 4 but may be provided in another position. Also good. That is, the brake device may be, for example, a car brake mounted on a car or a rope brake that holds the main rope and brakes the car.

Also, a brake device having a plurality of brake shoes that perform braking and releasing operations independently of each other may be used.

Furthermore, the number of invalidation contacts and validation contacts is not particularly limited.

Claims

The scope of the claims

[1] Basket,

A brake device for stopping the traveling of the car,

A plurality of contacts connected in series with each other, at least one of the contacts

A safety circuit that suddenly stops the car by the brake device when one is opened, and

Deceleration reduction brake control unit that reduces the braking force of the car by reducing the braking force of the brake device when the car is suddenly stopped by the brake device

With

The contacts include an invalidation contact that is at least one preselected contact and an activation contact that is at least one contact excluding the invalidation contact,

The safety circuit invalidates the deceleration reduction control by the deceleration reduction brake control unit when the invalidation contact is opened, and the safety circuit opens when the invalidation contact is opened and the invalidation contact is closed. An elevator apparatus configured to enable deceleration reduction control by the deceleration reduction brake control unit.

[2] The safety circuit is provided with a deceleration control relay coil that, when energized, activates the deceleration reduction control by the deceleration reduction brake control unit,

The elevator apparatus according to claim 1, wherein the deceleration control relay coil is connected in series to the invalidation contact and is connected in parallel to the invalidation contact.

[3] The elevator apparatus according to claim 1, wherein the invalidating contact includes a contact of a force door switch that is opened when the car door is opened.

4. The elevator apparatus according to claim 1, wherein the disabling contact includes a contact of a governor switch that is opened when the overspeed of the force is detected.

5. The elevator apparatus according to claim 1, wherein the invalidation contact includes a contact of a car position detection switch used in a terminal floor forced reduction gear.

6. The elevator apparatus according to claim 1, wherein the invalidation contact includes a contact of an end point switch installed near the terminal floor of the hoistway!