WO2009107218A1 - Système d'ascenseur - Google Patents

Système d'ascenseur Download PDF

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Publication number
WO2009107218A1
WO2009107218A1 PCT/JP2008/053543 JP2008053543W WO2009107218A1 WO 2009107218 A1 WO2009107218 A1 WO 2009107218A1 JP 2008053543 W JP2008053543 W JP 2008053543W WO 2009107218 A1 WO2009107218 A1 WO 2009107218A1
Authority
WO
WIPO (PCT)
Prior art keywords
unit
brake control
brake
hoisting machine
calculation
Prior art date
Application number
PCT/JP2008/053543
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English (en)
Japanese (ja)
Inventor
上田　隆美
地田　章博
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2008/053543 priority Critical patent/WO2009107218A1/fr
Priority to EP08712114.1A priority patent/EP2246285B1/fr
Priority to JP2010500493A priority patent/JP5355543B2/ja
Priority to CN200880124329.1A priority patent/CN101910041B/zh
Priority to KR1020107012188A priority patent/KR101189952B1/ko
Publication of WO2009107218A1 publication Critical patent/WO2009107218A1/fr

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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
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions

Definitions

  • the present invention relates to an elevator apparatus that uses a plurality of speed detectors that generate signals according to the rotation of a drive sheave, and that controls a brake device by a brake control unit based on signals of a plurality of systems from these speed detectors. It is.
  • an elevator safety system includes a safety chain that is a series circuit including a plurality of switches and a plurality of contacts. Among these contacts and switches, for example, an overspeed governor and a limit switch are operated according to the operation of the car. The landing door switch and lock device are operated according to the movement of the door.
  • various sensors, contacts and switches are monitored by the central controller via an electronic safety bus.
  • a bus node is connected to the sensor, the contact and the switch at each position. Then, status information is transmitted from the bus node to the central controller.
  • the central controller is provided with a microprocessor board having an input / output port connected to a safety bus and a bus node (see, for example, Patent Document 1).
  • the hoisting machine brake when an abnormality is detected, the hoisting machine brake is operated by the first brake control unit, and the car is stopped in an emergency. Further, when the car deceleration becomes equal to or greater than a predetermined value during the emergency braking operation of the hoisting machine brake, the braking force of the hoisting machine brake is reduced by the second brake control unit (for example, see Patent Document 2).
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to provide an elevator apparatus capable of reducing wiring while suppressing an increase in cost and improving the reliability of brake control.
  • An elevator apparatus includes a hoisting machine having a driving sheave, a hoisting machine motor that rotates the driving sheave, and a brake device that brakes the rotation of the driving sheave, suspension means wound around the driving sheave, suspension Detection from the first and second speed detectors that generate detection signals corresponding to the car suspended by the means and raised and lowered by the hoisting machine, and the rotation of the drive sheave, respectively.
  • a hoisting machine control unit for controlling the hoisting machine motor based on the signal; and a brake control unit for controlling the brake device based on the detection signals from the first and second speed detectors.
  • the control unit includes a first brake control calculation unit that performs a calculation for controlling the brake device based on a signal corresponding to the first speed detector, and a brake based on a signal corresponding to the second speed detector.
  • a brake control calculation unit that performs calculations for controlling the device
  • a brake control shared memory unit that stores shared data of the first and second brake control calculation units
  • a hoisting machine control communication unit The first and second brake control calculation units compare the input signal and the calculation result with each other via the brake control shared memory unit, and the comparison result is predetermined. If the range is exceeded, a failure detection signal is output from the brake control communication unit.
  • FIG. 3 is a flowchart showing an abnormality diagnosis operation of first and second brake control calculation units in FIG. 2.
  • FIG. 2 It is a block diagram which shows the elevator apparatus by Embodiment 2 of this invention. It is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention. It is a block diagram which shows the elevator apparatus by Embodiment 4 of this invention.
  • FIG. 1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention.
  • a car 1 and a counterweight 2 are suspended in a hoistway by a main rope 3 as a suspension means, and are raised and lowered in the hoistway by a driving force of a hoisting machine 4.
  • the hoisting machine 4 has a drive sheave 5 around which the main rope 3 is wound, a hoisting machine motor 6 that rotates the driving sheave 5, and a brake device 7 that brakes the rotation of the driving sheave 5.
  • the brake device 7 includes first and second braking portions 7a and 7b.
  • the hoisting machine motor 6 is provided with a speed detector 8 that generates a signal corresponding to the rotational speed of the rotating shaft, that is, the rotational speed of the drive sheave 5.
  • the hoisting machine motor 6 and the brake device 7 are controlled by an operation control device 9.
  • a signal from the speed detector 8 is input to the operation control device 9.
  • Each of the braking portions 7a and 7b includes a brake drum (brake wheel) that is coaxially coupled to the drive sheave 5, a brake shoe that is brought into contact with and separated from the brake drum, and a brake spring that applies a braking force by pressing the brake shoe against the brake drum. And an electromagnetic magnet that releases the braking force by pulling the brake shoe away from the brake drum against the brake spring.
  • a brake drum brake wheel
  • brake shoe that is brought into contact with and separated from the brake drum
  • a brake spring that applies a braking force by pressing the brake shoe against the brake drum.
  • an electromagnetic magnet that releases the braking force by pulling the brake shoe away from the brake drum against the brake spring.
  • FIG. 2 is a block diagram showing a detailed configuration of the elevator apparatus of FIG.
  • a first brake coil (first electromagnetic coil) 11 is provided in the electromagnetic magnet of the first braking unit 7a.
  • a second brake coil (second electromagnetic coil) 12 is provided in the electromagnetic magnet of the second braking unit 7b.
  • the first and second brake coils 11 and 12 are connected in parallel to the power source.
  • First and second brake electromagnetic relays 13 and 14 are connected in series between the first and second brake coils 11 and 12 and the power source.
  • a first deceleration control switch 15 is connected between the first brake coil 11 and the ground.
  • a second deceleration control switch 16 is connected between the second brake coil 12 and the ground.
  • the first and second deceleration control switches 15 and 16 for example, semiconductor switches are used. By turning these first and second deceleration control switches 15 and 16 ON / OFF, the currents flowing through the first and second brake coils 11 and 12 are controlled, and the first and second braking portions 7a and 7a, The degree of application of the braking force 7b is controlled.
  • the speed detection unit 8 includes first and second encoders 8a and 8b as first and second speed detectors that generate detection signals independently of each other.
  • the operation control device 9 includes a hoisting machine control unit 21 that controls the hoisting machine motor 6, a brake control unit 22 that controls the brake device 7, and a front end unit 23. Moreover, the hoisting machine control part 21, the brake control part 22, and the front end part 23 are accommodated in the common control panel.
  • first and second hoisting machine electromagnetic relays 17 and 18 are connected in series.
  • the front end unit 23 functions as an interface between the hoisting machine motor 6 and the brake device 7, an encoder signal, a switch command signal, a cutoff signal, and the like, and the hoisting machine control unit 21 and the brake control unit 22. To do.
  • the front end unit 23 includes a first front end calculation unit 23a, a second front end calculation unit 23b, a front end shared memory unit (2-port RAM) 23c, a front end failure notification unit 23d, and a front end communication unit 23e. is doing.
  • the signal from the first encoder 8a is input to the first front end calculation unit 23a.
  • a signal from the second encoder 8b is input to the second front end calculation unit 23b.
  • the first front-end computing unit 23a controls ON / OFF of the first brake electromagnetic relay 13, the first deceleration control switch 15, and the first hoisting machine electromagnetic relay 17, respectively.
  • the second front end calculation unit 23b controls ON / OFF of the second brake electromagnetic relay 14, the second deceleration control switch 16, and the second hoisting machine electromagnetic relay 18, respectively.
  • the first and second front-end calculation units 23a and 23b are each configured by a computer, perform calculation processing based on signals from the first and second encoders 8a and 8b, and rotate the drive sheave 5 at a rotational speed. Ask for.
  • first and second front-end arithmetic units 23a and 23b can read and write shared data to the front-end shared memory unit 23c. Further, the first front end calculation units 23a and 23b compare the detection signals from the first and second encoders 8a and 8b and the calculation results of each other via the front end shared memory unit 23c. When the difference between the detection signals and the difference between the calculation results exceeds the allowable value, the failure detection signal is input to the front-end failure notification unit 23d.
  • the front end communication unit 23e performs communication (serial communication) with the hoisting machine control unit 21 and the brake control unit 22.
  • the hoisting machine control unit 21 includes a hoisting machine driving unit 21a, a hoisting machine control calculation unit 21b, and a hoisting machine control communication unit 21c.
  • the hoisting machine drive unit 21a is connected to the hoisting machine motor 6 via the first and second hoisting machine electromagnetic relays 17 and 18, and includes an inverter or the like for driving the hoisting machine motor 6. Contains.
  • the hoisting machine control communication unit 21c performs communication (serial communication) with the brake control unit 22 and the front end unit 23.
  • the hoisting machine control arithmetic unit 21b is configured by a computer, performs arithmetic processing based on a signal from the front end unit 23, and generates a command signal for controlling the hoisting machine driving unit 21a.
  • the brake control unit 22 includes a first brake control calculation unit 22a, a second brake control calculation unit 22b, a brake control shared memory unit (2-port RAM) 22c, a brake control failure notification unit 22d, and a brake control communication unit 22e. is doing.
  • the brake control communication unit 22e performs communication (serial communication) with the hoisting machine control unit 21 and the front end unit 23.
  • Signals from the front end unit 23 are input to the first and second brake control calculation units 22a and 22b via the brake control communication unit 22e.
  • the first brake control calculation unit 22a is configured by a computer, performs calculation processing based on a signal corresponding to the first encoder 8a, and controls ON / OFF of the first deceleration control switch 15. Generate a signal.
  • the second brake control calculation unit 22b is configured by a computer, performs the same calculation process as the first brake control calculation unit 22a based on the signal from the second encoder 8b, and performs the second reduction. A signal for controlling ON / OFF of the speed control switch 16 is generated.
  • the first and second brake control calculation units 22a and 22b can read / write shared data to / from the brake control shared memory unit 22c. Furthermore, the first and second brake control calculation units 22a and 22b compare each other's input signals and calculation results via the brake control shared memory unit 22c. When the difference between the input signals or the calculation results exceeds the allowable value, a failure detection signal is input to the brake control failure notification unit 22d.
  • the brake control unit 22 controls ON / OFF of the first and second deceleration control switches 15 and 16 so that the deceleration of the car 1 does not become excessive when the car 1 is brought to an emergency stop.
  • the braking force of the brake device 7 is adjusted (deceleration control).
  • the first and second front end calculation units 23a and 23b perform a predetermined calculation based on signals from the first and second encoders 8a and 8b, and drive sheave 5 Detects the rotation speed.
  • the first front-end computing unit 23a compares the signal from the first encoder 8a with the signal from the second encoder 8b through the front-end shared memory unit 23c.
  • the difference is within the predetermined input signal allowable error range, necessary calculation processing is executed and the calculation result is written in the front-end shared memory unit 23c.
  • the second front end calculation unit 23b compares the signal from the second encoder 8b with the signal from the first encoder 8a through the front end shared memory unit 23c. When the difference is within the predetermined input signal allowable error range, necessary calculation processing is executed and the calculation result is written in the front-end shared memory unit 23c.
  • the first and second front end calculation units 23a and 23b read the calculation results of other systems from the front end shared memory unit 23c and compare them with the calculation results of their own system. When the difference is within a predetermined calculation result allowable error range, the calculation result is output to the front end communication unit 23e.
  • the first and second front-end calculation units 23a and 23b It is determined that an abnormality has occurred, and a failure detection signal is input to the front-end failure notification unit 23d.
  • the calculation results in the first and second front end calculation units 23a and 23b and the failure detection signal input to the front end failure notification unit 23d are transmitted from the front end communication unit 23e to the hoisting machine control unit 21 and the brake control unit. 22 is transmitted.
  • processing time data by the first and second front-end calculation units 23a and 23b is added to the message of the calculation result.
  • the processing time by the 1st and 2nd front end calculating parts 23a and 23b is reflected in the calculation in the hoisting machine control part 21 and the brake control part 22. Further, the time can be used as a criterion for failure diagnosis, and the reliability and accuracy of hoisting machine control and brake control can be increased.
  • the failure detection signal is transmitted with information on the location where the failure occurred (abnormal location).
  • the information on the failure occurrence location is reflected in the calculations performed by the hoisting machine control unit 21 and the brake control unit 22.
  • the hoisting machine control unit 21 and the brake control unit 22 is transmitted.
  • the first and second brake control calculation units 22a and 22b execute a calculation for generating a command for causing the brake device 7 to perform a braking operation, and the calculation result is the brake control communication unit 22e. Is transmitted to the front end unit 23 via Then, the brake device 7 is braked by the front end portion 23.
  • the hoisting machine control calculating unit 21b executes a calculation for generating a command for stopping the raising / lowering of the car 1, and the hoisting machine driving unit 21a causes the hoisting machine motor 6 to operate. Stopped.
  • FIG. 3 is a flowchart showing the operation of the brake control unit 22 of FIG. 2, and the first and second brake control calculation units 22a and 22b simultaneously execute the processes shown in FIG. 3 in parallel.
  • first and second brake control calculation units 22a and 22b first initialize a plurality of parameters required for processing (step S1).
  • the drive sheave speed V0 [m / s] used for the car stop determination, the drive sheave speed V1 [m / s] for stopping the deceleration control, and the deceleration of the drive sheave 5 are determined as parameters.
  • First and second threshold values ⁇ 1 [m / s 2 ] and ⁇ 2 [m / s 2 ] ( ⁇ 1 ⁇ 2) are set.
  • the processing after the initial setting is periodically repeated at a preset sampling cycle. That is, the first and second brake control calculation units 22a and 22b take in the signal from the front end unit 23 at a predetermined cycle (step S2). Next, the drive sheave deceleration ⁇ [m / s 2 ] is calculated based on the signal from the front end unit 23 (step S3).
  • the first and second brake control calculation units 22a and 22b determine that the drive sheave speed (motor rotation speed) V is greater than the stop determination speed V0 and the drive sheave deceleration ⁇ is greater than the first threshold ⁇ 1. Determine if it is larger. If this condition is not satisfied, a command for opening the first and second brake electromagnetic relays 13 and 14 is generated (step S9), and this command is transmitted from the brake control communication unit 22e to the front end. It transmits to the part 23. Thereby, the 1st and 2nd brake coils 11 and 12 are interrupted
  • the first and second brake control calculation units 22a and 22b are commands for closing the first and second brake electromagnetic relays 13 and 14. Is generated (step S5), and this command is transmitted from the brake control communication unit 22e to the front end unit 23.
  • the energization to the hoisting motor 6 is also cut off, so that the load on the car 1 side can be reduced between when the emergency stop command is generated and when the braking force is actually applied.
  • the car 1 is accelerated and a case where the car 1 is decelerated due to imbalance with the load of the counterweight 2.
  • the first and second brake control calculation units 22a and 22b if ⁇ ⁇ ⁇ 1, it is determined that the car 1 has been accelerated immediately after the emergency stop command is generated, and the first brake control force is applied so as to act immediately. And the 2nd electromagnetic relays 13 and 14 for brakes are made into an open state. Further, if ⁇ > ⁇ 1, it is determined that the car 1 is decelerated, and the first and second brake electromagnetic relays 13 and 14 are closed to perform deceleration control so that the deceleration does not become excessive. .
  • the first and second brake control calculation units 22a and 22b determine whether or not the drive sheave deceleration ⁇ is larger than the second threshold ⁇ 2 (step S6). If ⁇ > ⁇ 2, in order to suppress the drive sheave deceleration ⁇ , the first and second deceleration control switches 15 and 16 are turned ON / OFF at a preset switching duty (for example, 50%). A command is generated (step S7), and this command is transmitted from the brake control communication unit 22e to the front end unit 23. Thereby, a predetermined voltage is applied to the first and second brake coils 11 and 12, and the braking force of the brake device 7 is controlled. At this time, the first and second deceleration control switches 15 and 16 are turned ON / OFF so as to be synchronized with each other.
  • a preset switching duty for example, 50%
  • step S8 it is determined whether or not the drive sheave speed V is less than the threshold value V1. If V ⁇ V1, the process directly returns to the input process (step S2). If V ⁇ V1, a command to open the first and second brake electromagnetic relays 13 and 14 is generated (step S9), and the process returns to the input process (step S2).
  • FIG. 4 shows the drive sheave speed, the drive sheave deceleration, the states of the first and second brake electromagnetic relays 13 and 14 when the car 1 decelerates immediately after the emergency stop command is generated, and the first and second It is explanatory drawing which shows the time change of the state of this deceleration control switch 15,16.
  • the car 1 starts to decelerate immediately.
  • the deceleration reaches ⁇ 1 at time T1
  • the first and second brake electromagnetic relays 13 and 14 are closed.
  • the deceleration reaches ⁇ 2 at time T2
  • the first and second deceleration controls are performed.
  • the switches 15 and 16 are turned on / off.
  • the drive sheave speed becomes less than V1
  • the first and second brake electromagnetic relays 13 and 14 are opened, and the deceleration control by the first and second deceleration control switches 15 and 16 is stopped.
  • FIG. 5 is a flowchart showing an abnormality diagnosis operation of the first and second brake control calculation units 22a and 22b in FIG.
  • the first and second brake control calculation units 22a and 22b call a diagnostic process as shown in FIG. 5 when each process after the input process (step S2) in FIG. 3 is completed.
  • the consistency between the input value from the front end unit 23 and the calculation results by the first and second brake control calculation units 22a and 22b is determined (step S11). Specifically, if the difference between the input value and the calculation result is within a predetermined range, it is determined that there is no abnormality, and the process returns to the next process in FIG.
  • step S12 If the difference between the input value and the calculation result exceeds a predetermined range, it is determined that there is an abnormality, and a command to open the first and second brake electromagnetic relays 13 and 14 is generated (step S12).
  • the failure detection signal is output to the brake control failure notification unit 22d (step S13).
  • the brake control failure notifying unit 22d When receiving the failure detection signal, the brake control failure notifying unit 22d outputs a command for notifying the hoisting machine control unit 21 of the failure of the brake control unit 22 and stopping the elevator operation via the brake control communication unit 22e. .
  • the hoisting machine control unit 21 is provided with the hoisting machine control communication unit 21c
  • the brake control unit 22 is provided with the brake control communication unit 22e
  • the hoisting machine control communication unit 21c and the brake control communication unit are provided. Since data can be transmitted to and received from the 22e, the overall safety circuit uses a chain system in which switches and contacts are connected in series, while reducing costs and reducing wiring in the control panel Can be achieved.
  • the brake control unit 22 includes first and second brake control calculation units 22a and 22b that perform the same calculation for controlling the brake device 7, and a brake control shared memory unit 22c.
  • the second brake control calculation units 22a and 22b compare the input signal and the calculation result with each other via the brake control shared memory unit 22c, and send a failure detection signal to the brake control communication unit when the comparison result exceeds a predetermined range. Since the output is made from 22e, the failure of the first and second brake control calculation units 22a and 22b themselves can be detected, and the reliability of the brake control can be improved.
  • the first and second brake control calculation units 22a and 22b control the braking force of the brake device 7 so that the deceleration of the car 1 is equal to or less than a predetermined value when the car 1 is brought to an emergency stop. Since the deceleration control is invalidated by outputting the detection signal, it is possible to improve the riding comfort during emergency stop and further improve the reliability.
  • the front end unit 23 is provided with first and second front end calculation units 23a and 23b that perform the same calculation for obtaining the rotational speed of the drive sheave 5, and a front end shared memory unit 23c.
  • the first and second front-end calculation units 23a and 23b compare the input signal and the calculation result with each other via the front-end shared memory unit 23c. If the comparison result exceeds a predetermined range, the first and second front-end calculation units 23a and 23b Since it is output from the communication unit 23e, it is possible to detect the failure of the first and second front-end arithmetic units 23a and 23b itself and the failure of the first and second encoders 8a and 8b, thereby improving the reliability of the entire system. Can be improved.
  • FIG. 6 is a block diagram showing an elevator apparatus according to Embodiment 2 of the present invention.
  • the operation control device 9 includes a hoisting machine control unit 21 and a front end / brake control unit 24.
  • the front end / brake control unit 24 has both the function of the front end unit 23 of the first embodiment and the function of the brake control unit 22.
  • the hoisting machine control unit 21 and the front end / brake control unit 24 are housed in a common control panel.
  • the front end / brake control unit 24 includes first and second front end / brake control calculation units 24a and 24b, a front end / brake control shared memory unit 24c, a front end / brake control failure notification unit 24d, and a front end / brake.
  • a control communication unit 24e is included.
  • the first front end / brake control calculation unit 24a has the functions of the first brake control calculation unit 22a and the first front end calculation unit 23a of the first embodiment.
  • the second front end / brake control calculation unit 24b has the functions of the second brake control calculation unit 22b and the second front end calculation unit 23b of the first embodiment.
  • Other configurations are the same as those in the first embodiment.
  • the number of parts can be reduced to simplify the configuration, the control panel can be miniaturized, and the cost can be reduced.
  • FIG. 7 is a block diagram showing an elevator apparatus according to Embodiment 3 of the present invention.
  • the front end unit 23 does not include a calculation unit or a shared memory unit, and includes only first and second front end communication units 23f and 23g.
  • the brake control unit 22 includes first and second brake control communication units 22g and 22g instead of the brake control communication unit 22e. Thereby, an input signal and a deceleration control command signal are transmitted / received by two direct communication systems. Communication with the hoisting machine control unit 21 is performed by one of the two systems. Other configurations are the same as those in the first embodiment.
  • the number of parts can be reduced to simplify the configuration, the control panel can be miniaturized, and the cost can be reduced.
  • FIG. 8 is a block diagram showing an elevator apparatus according to Embodiment 4 of the present invention.
  • each of the car door and the plurality of landing doors is provided with two sets of door opening sensors 31 for detecting that the door is open.
  • the car 1 is provided with two sets of floor alignment sensors 32 for adjusting the level difference between the floor of the hall and the floor of the car 1 in the door open state. Signals from the door opening sensor 31 and the floor alignment sensor 32 are input to the corresponding first and second front end calculation units 23a and 23b, respectively.
  • 1st and 2nd front end calculating parts 23a and 23b detect that car 1 is driven in the door open state based on signals from door open sensor 31 and floor alignment sensor 32. Further, when the first and second front-end computing units 23a and 23b determine that the car 1 has moved beyond a predetermined floor-matching zone during the floor-matching operation, the first and second brake electromagnetic relays 13, 14 and the first and second hoisting machine electromagnetic relays 17, 18 are opened.
  • first and second brake control calculation units 22a and 22b detect the door open state while the car 1 is traveling, the car 1 makes an emergency stop, and the car 1 or the drive sheave 5 during the emergency stop operation. Carry out deceleration reduction control.
  • the first and the first when the door open state is detected and the rotational speed of the hoisting machine 4 is equal to or higher than the set value, the first and the first so that the speed of the hoisting machine 4 follows the target deceleration pattern.
  • the currents of the second brake coils 11 and 12 may be controlled by the first and second deceleration control switches 15 and 16.
  • the operation control device 9 of the fourth embodiment may be configured as in the second and third embodiments.
  • the first and second front end calculation units 23a and 23b are provided with a function of preventing the door from opening during the floor-to-floor operation.
  • the parts 22a and 22b may be provided.
  • the front end calculation units 23a and 23b and the brake control calculation units 22a and 22b may be provided with other safety monitoring functions.
  • a car speed monitoring function for compressing the terminal floor or a car proximity preventing function for a multi-car elevator may be added.
  • As the main rope 3 a rope having a circular cross section or a belt having a flat cross section can be used.
  • a duplex system is shown, but a triple or more multiplexed system may be used.

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

Abstract

La présente invention concerne un système d'ascenseur dans lequel une partie de commande de frein comporte des première et seconde sections d'arithmétique de commande de frein, une section de mémoire partagée de commande de frein qui stocke des données partagées des première et seconde sections d'arithmétique de commande de frein, et une section de communication de commande de frein qui transmet et reçoit des signaux à et à partir d'une section de communication de commande d'appareil de levage. En outre, les première et seconde sections d'arithmétique de commande de frein comparent des signaux d'entrée et des résultats arithmétiques les uns aux autres par l'intermédiaire de la section de mémoire partagée de commande de frein, et envoient un signal de détection d'anomalie à partir de la section de communication de commande de frein lorsque le résultat de la comparaison dépasse une plage prédéterminée.
PCT/JP2008/053543 2008-02-28 2008-02-28 Système d'ascenseur WO2009107218A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PCT/JP2008/053543 WO2009107218A1 (fr) 2008-02-28 2008-02-28 Système d'ascenseur
EP08712114.1A EP2246285B1 (fr) 2008-02-28 2008-02-28 Système d'ascenseur
JP2010500493A JP5355543B2 (ja) 2008-02-28 2008-02-28 エレベータ装置
CN200880124329.1A CN101910041B (zh) 2008-02-28 2008-02-28 电梯装置
KR1020107012188A KR101189952B1 (ko) 2008-02-28 2008-02-28 엘리베이터 장치

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2008/053543 WO2009107218A1 (fr) 2008-02-28 2008-02-28 Système d'ascenseur

Publications (1)

Publication Number Publication Date
WO2009107218A1 true WO2009107218A1 (fr) 2009-09-03

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PCT/JP2008/053543 WO2009107218A1 (fr) 2008-02-28 2008-02-28 Système d'ascenseur

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Country Link
EP (1) EP2246285B1 (fr)
JP (1) JP5355543B2 (fr)
KR (1) KR101189952B1 (fr)
CN (1) CN101910041B (fr)
WO (1) WO2009107218A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104724556A (zh) * 2013-12-19 2015-06-24 株式会社日立制作所 电梯控制装置以及使用该电梯控制装置的电梯
CN105540367A (zh) * 2016-03-02 2016-05-04 广州日滨科技发展有限公司 电梯装卸载模式控制装置及控制方法
EP2514703A4 (fr) * 2009-12-15 2017-09-13 Mitsubishi Electric Corporation Dispositif d'ascenseur
EP2477925B1 (fr) 2009-09-16 2022-12-28 Kone Corporation Procédé et dispositif pour prévenir la dérive d'une cabine d'ascenseur

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EP3080028B1 (fr) * 2013-12-12 2023-05-10 Otis Elevator Company Système de sécurité à utiliser dans un système d'entraînement
CN104044964A (zh) * 2014-07-02 2014-09-17 吴优良 一种智能电梯装置
US11866295B2 (en) 2018-08-20 2024-01-09 Otis Elevator Company Active braking for immediate stops
US11415191B2 (en) * 2019-10-04 2022-08-16 Otis Elevator Company System and method configured to identify conditions indicative of electromagnetic brake temperature

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EP2477925B1 (fr) 2009-09-16 2022-12-28 Kone Corporation Procédé et dispositif pour prévenir la dérive d'une cabine d'ascenseur
EP2514703A4 (fr) * 2009-12-15 2017-09-13 Mitsubishi Electric Corporation Dispositif d'ascenseur
CN104724556A (zh) * 2013-12-19 2015-06-24 株式会社日立制作所 电梯控制装置以及使用该电梯控制装置的电梯
CN105540367A (zh) * 2016-03-02 2016-05-04 广州日滨科技发展有限公司 电梯装卸载模式控制装置及控制方法

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CN101910041B (zh) 2014-02-26
EP2246285A1 (fr) 2010-11-03
KR20100085159A (ko) 2010-07-28
CN101910041A (zh) 2010-12-08
EP2246285B1 (fr) 2018-06-20
KR101189952B1 (ko) 2012-10-12
EP2246285A4 (fr) 2014-07-16
JPWO2009107218A1 (ja) 2011-06-30

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