WO2018008220A1

WO2018008220A1 - Elevator

Info

Publication number: WO2018008220A1
Application number: PCT/JP2017/014787
Authority: WO
Inventors: 真輔井上; 智明照沼; 大沼　直人; 達志藪内; 岩本　晃; 直樹高山
Original assignee: 株式会社日立製作所
Priority date: 2016-07-06
Filing date: 2017-04-11
Publication date: 2018-01-11
Also published as: JP6655489B2; CN109311631A; CN109311631B; JP2018002436A

Abstract

The present invention solves the problem of being unable to ensure brake redundancy in a dual-brake system when disengaging the brakes. This elevator comprises an elevator car, a plurality of brakes that applies braking force to the movement of the elevator car, and a controller that controls the braking force of the plurality of brakes. The controller comprises a brake disengagement control unit that, during a rescue operation, puts one or more brakes among the plurality of brakes into a disengaged state in which said brakes are disengaged and no braking force is generated, and a car movement control unit that, during a rescue operation, puts, among the plurality of brakes, the brakes not in the disengaged state into a car movement control state in which the velocity of the elevator car movement is controlled by changing the braking force of said brakes.

Description

Elevator

The present invention relates to an elevator.

Conventional elevators enable the elevator connected to the rope to move up and down by rotating the electric motor from the power converter and moving the rope up and down via a sheave connected to the electric motor. When a part of the drive system such as the power converter, the electric motor, or the encoder connected to the electric motor breaks down, the elevator stops. The position where the elevator car stops is between the floors, and confinement occurs when passengers are in the car at this time.

As a method for rescuing a passenger trapped due to such a drive system failure, a maintenance worker generally performs the method. In particular, if the weight in the car is not balanced with the counterweight, you can manually release the brakes and use the imbalance with the counterweight to move the car to the nearest floor. Rescue. In addition, there is a method for early rescue by using a dedicated terminal that automatically releases the brake as described in Patent Document 1.

International Publication No. 2009/013821 Pamphlet

However, although a common elevator brake including the rescue operation technique disclosed in Patent Document 1 is duplicated, a single drive circuit is operated to operate the brake. For this reason, when the car is moved by intermittently releasing the brake during the rescue operation, both of the doubled brakes are intermittently opened and closed, so that the redundancy of the brake is not ensured during the rescue operation.

In order to solve the above-described problems, the present invention includes a plurality of brakes that apply braking force to the car and the movement of the car, and a controller that controls the braking force of the plurality of brakes. The brake release control unit that releases one or more brakes among a plurality of brakes and releases the brakes so that no braking force is generated, and the braking force of the brakes that are not released among the plurality of brakes during rescue operation There is provided an elevator characterized by including a car movement control unit that controls a movement speed of a car and sets a car movement control state.

According to the present invention, redundancy of the braking force of the brake can be ensured during the rescue operation.

1 is an overall configuration diagram illustrating an embodiment of the present invention. The block diagram which shows the process of the braking force control part in one Embodiment. The figure which shows the outline | summary of the operation | movement in one Embodiment. The flowchart figure in one embodiment.

Hereinafter, details of one embodiment will be described with reference to the drawings.

[First embodiment]
FIG. 1 is an overall configuration diagram showing an elevator according to the present invention, and movement of an elevator car 104 is controlled by an elevator controller 100. The elevator controller 100 includes a braking force control unit 20 in addition to the elevator control unit 2 that performs elevator operation control.

The car 104 moves between a plurality of floors in a hoistway formed in the building, and is connected to a counterweight 105 for balancing with the car 104 via a rope. The car 104 is provided with a car-side door that engages and opens and closes the landing-side door. The car 104 is moved when the sheave is driven by the electric motor 103. The electric power is supplied to the electric motor 103 by the electric power converter 101. The power converter 101 outputs electric power for controlling the electric motor according to the car position control command of the elevator controller 100. Further, a pulse generator such as a motor encoder is attached to the electric motor 103, and the elevator controller 100 counts the pulses generated by the rotation of the electric motor 103, so that the speed of the electric motor 103, the moving direction of the hoistway of the car 104, the position, Calculate the distance traveled. When the elevator controller wants to stop the car, it outputs a brake power stop command and a power power stop command (not shown). In response to these stop commands, the brake power supply operates to the first brake 102A and the second brake 102B, and the motive power power supply cuts the power supply to the power converter 101 to stop the car 104. The brake power source and the power source are circuits composed of electromagnetic contactors called contactors.

The first brake 102A and the second brake 102B are composed of a brake pad for braking the sheave by friction sliding, a solenoid coil for lifting the brake pad to ensure a gap between the sheave and the brake pad, and an iron core (core). Is done. Normally, when electric power is supplied to the solenoid coil, the brake pad is pulled up by the electromagnetic force, and the sheave is not restricted by the brake pad and can freely rotate. Electric power is supplied to the solenoid coil via a relay from a brake power source. The first brake 102A and the second brake 102B are mechanically independent from each other. Further, the first brake 102A and the second brake 102B are controlled by a circuit that controls the current (brake current) flowing to the solenoid coil by the corresponding first brake current control circuit 21A and second brake current control circuit 21B, respectively. It is the structure which can be changed. The first brake current control circuit 21A and the second brake current control circuit 21B are also independent of each other. The first brake 102 </ b> A and the second brake 102 </ b> B each have a braking force sufficient to stop the car 104 and the counterweight 105.

The first brake current control circuit 21A and the second brake current control circuit 21B are composed of a converter for controlling current or voltage such as an inverter circuit and a chopper circuit, a hall CT for detecting the brake current, and a controller for controlling the brake current. In response to the command value (brake current command) of the current flowing through the solenoid coil from the elevator controller 100, the brake current is controlled to the command value. In this embodiment, the brake mechanism for changing the braking force according to the current using the solenoid coil is exemplified as a configuration for changing the braking force. However, for example, by using a direct acting actuator, A brake that changes the braking force in response to this, or a brake (such as a shoe brake) that changes the braking force in accordance with the rotation angle by using a rotation mechanism may be used. In general, it is sufficient if the braking force of the brake is changed according to a certain command, and it does not depend on the type of the brake.

The scale sensor 4 is used to detect the number of passengers in the car. During normal operation, it is used to calculate the required torque to compensate for the weight difference between the car and the counterweight. When the car floor is a metal, the scale sensor uses a method of estimating the weight from the amount of deflection of the car floor using a proximity sensor provided on the car frame. The position sensor 5 is a door zone sensor that detects whether the elevator is at a position where the door can be opened by detecting the detection plate 6.

The safety controller 1 is a controller constituting a safety system that stops the car 104 by shutting off the brake power supply and the power supply power independently of the elevator controller 100. The safety controller 1 has a configuration centering on a CPU (Central Processing Unit) that executes processing, and further includes a watchdog timer for detecting an abnormality of the CPU and a circuit for monitoring an abnormality of the power supply. In addition, in order to detect processing abnormality of the CPU, there may be a configuration in which mutual comparison is performed by duplicating the CPU.

The input of the safety controller 1 includes a detection device 7 for detecting the position / speed / acceleration of the car, and means (not shown) for detecting the operation of the elevator safety device. The detection device 7 for detecting the position / velocity / acceleration of the car is, for example, a pulse generator that outputs a pulse in accordance with the position of the car. In this embodiment, a governor with a governor encoder attached thereto is illustrated. Yes. This can be any means that can detect the absolute or relative position of the car, such as a type that detects the movement of the car by pressing the roller directly against the guide rail or a type that detects the magnet by magnetizing the rail. That's fine.

The output of the safety controller 1 is composed of brake

power cutoff outputs

9A and 9B, a power source cutoff output 10, and a car position and speed information output 23 detected by the safety controller. The brake power cut-

off outputs

9A and 9B are outputs for cutting off the brake power and operating the first brake 102A and the second brake 102B, respectively. Similarly, the power supply cutoff output 10 is an output for stopping the electric motor 103 by shutting off the power source of the power converter 101. Either output is used to stop the car.

FIG. 2 is a block diagram of the braking force control unit 20, and an outline of the braking force control unit 20 will be described with reference to FIG. The rescue operation start detection unit 30 of the braking force control unit 20 is a unit that detects a rescue operation start command transmitted from the elevator control unit 2 of the elevator controller 100, and starts the rescue operation identified by the rescue operation start command or A stop command is transmitted to the rescue operation control unit 32. The car position / speed detection unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car position and speed of its own machine in the current hoistway, and rescues the detected values. Output to the operation control unit 32. The rescue operation control unit 32 performs rescue operation control based on the rescue operation start or stop command received from the rescue operation start detection unit 30 and the car position and speed information received from the car position / speed detection unit 31. To do. The brake release control unit 33 is a control unit that creates a brake lifting command for lifting one brake (here, the first brake 102A as an example) based on a command from the rescue operation control unit 32. The car movement control unit 34 is a control unit that creates a brake car movement permission command to a brake (herein referred to as the second brake 102B) that moves the car by releasing the brake based on a command from the rescue operation control unit 32. . More specifically, the brake release control unit 33 outputs a current command for pulling up the first brake 102A to a release state to the first brake current control circuit 21A. The car movement control unit 34 outputs a current command for moving the car to bring the second brake 102B into the car movement control state to the second brake current control circuit 21B.

Also, the rescue operation control unit 32 stops lifting the brake of the first brake 102A when it detects overshoot or overspeed of the car position based on the car position / speed output from the car position / speed detection unit 31. The brake command is output to the first brake current control circuit 21A in order to place the first brake 102A in the released state into a stop state in which a braking force is applied to stop the car. Further, the rescue operation control unit 32 outputs a braking command to the second brake current control circuit 21B in order to change the second brake 102B from the car movement control state to the braking state in which the car is stopped.

FIG. 3 shows a brake car movement permission command created by the car movement control unit 34, a brake lifting command (brake release command) created by the brake release control unit 33, an overspeed detection signal created by the rescue operation control unit 32, and car movement. The relationship between the second brake current command, which is a current command for moving the car created by the control unit 34, the first brake current command for releasing the brake created by the brake release control unit 33, and the car speed, It is shown in series. For convenience of explanation, the time axis is divided into four sections (a) to (d). Further, although the brake car movement permission command is applied to the second brake 102B and the brake lifting command (brake release command) is applied to the first brake 102A, this relationship may be reversed. Hereinafter, the basic operation method will be described in order from the section (a).

In section (a), the brake car movement permission command and the brake lifting command are zero, that is, the car is braked by both brakes and the car is stationary. As a result, the car speed is zero.

In the section (b), the brake release control unit 33 sets the brake release command to ON. Accordingly, the brake release control unit 33 transmits a first brake current command to the first brake current control circuit 21A. Electricity is supplied from the first brake current control circuit 21A to the first brake 102A, and the first brake 102A is pulled up from the sheave. At this time, since the second brake 102B is in contact with the sheave and the car is stopped by the braking force, the car speed is zero.

In the section (c), the car movement control unit 34 is in a state where the brake car movement permission command is turned ON and the car is being moved by the second brake 102B. At this time, the car movement control unit 34 outputs a second brake current command for causing the second brake current control circuit 21B to intermittently release the brake. In response to the command, the second brake current control circuit 21B intermittently releases the second brake 102B, so that the car moves. For this reason, the car speed is generated in the section (c). A state in which a mechanical or electrical failure of the second brake 102B has occurred and the speed of the car has increased is also illustrated. In this embodiment, the second brake current is changed to release the second brake 102B intermittently. However, the second brake current is made constant and a constant braking force is applied to the sheave by the second brake 102B. You can continue.

Section (d) shows a state where the rescue operation control unit 32 has detected an overspeed. In response to the car position and speed information output 23 input from the safety controller 1, the car position / speed detector 31 detects the car position and speed of its own machine in the current hoistway and outputs the detected values. To do. If the detected value is an overspeed, the rescue operation control unit 32 activates an overspeed detection command and sets the brake car movement permission command and the brake lifting command to zero. Thus, the car is braked with the current command to the first brake current control circuit 21A and the second brake current control circuit 21B set to zero. At this time, there is a possibility that the second brake 102B cannot brake the car due to some trouble, but it is possible to brake the car more safely by performing the braking by the first brake 102A that has been waiting. Become.

FIG. 4 shows a flowchart of rescue operation control. In step S101, the rescue operation control unit 32 determines whether the rescue operation start command output from the rescue operation start detection unit 30 is ON (start) / OFF (stop). If the rescue operation start command is OFF, the process ends. If the rescue operation start command is ON, the process proceeds to step S102. The condition for turning on the rescue operation start command is normally set when a passenger is trapped in the car and the motor cannot be driven due to some abnormality. Although referred to as rescue operation, the passenger does not necessarily have to be confined in the car, and this control may be performed in a state where the rescue operation is necessary if the passenger is on the vehicle.

In addition, as an operating condition at this time, it is necessary that the brake operates normally. The condition for the rescue operation start command to be turned off is set during normal operation or during rescue operation, when the door opening position on the nearest floor is reached or when a brake abnormality is detected.

In step S102, it is determined whether the car speed V is zero. If the car speed V output by the car position / speed detection unit 31 is zero, the rescue operation control unit 32 determines that the car is in a stopped state and can start the rescue operation, and proceeds to step S104. If the car speed V is not zero, the car is moving for some reason, and the process proceeds to step S103 for stopping the car.
In step S103, the rescue operation control unit 32 sets the brake car movement permission command and the brake lifting command to zero so that braking by two brakes is performed.

In step S104, the brake release control unit 33 turns on a brake lifting command for releasing the brake on one side, and transmits a current command to the brake current control circuit to be released.
In step S105, it is detected that the brake raised in step S104 is in the raised state. The fact that the brake is lifted is usually detected using a switch for detecting mechanical movement of the brake such as a brake check switch. The brake may be lifted either way, but for example, the first brake 102A may be switched alternately during the first driving, and the second brake 102B may be switched alternately during the next driving. By alternately switching in this way, wear of the first brake 102A and the second brake 102B can be leveled. If it is not detected in step S105 that the brake has been raised, normal operation of the brake that was scheduled to be raised cannot be expected, and the operation is stopped. More specifically, the process proceeds to step S103.

In step S106, the car movement control unit 34 turns on the brake car movement permission command. A current command is transmitted from the car movement control unit 34 to a brake current control circuit connected to a brake that controls the movement of the car. At this time, the current command is set and transmitted as a target value to set the car to a predetermined speed. The predetermined speed is a speed that is lower than the speed excess value described later and the detected speed.
In step S107, based on the car speed calculated by the car position / speed detection unit 31, the rescue operation control unit 32 detects an overspeed of the car. If the current car speed is greater than the overspeed value, the process proceeds to step S108.
In step S108, the rescue operation control unit 32 starts up the overspeed detection command, and sets the brake car movement permission command and the brake lifting command to zero. In response to this, the current command to each brake current control circuit becomes zero, and the brake is not sucked, and the car is braked by braking the sheave. In such a case, the car is stopped and rescued by calling maintenance personnel. Note that the setting of the overspeed value may be less than the speed at which the governor operates. Furthermore, for safety, braking at a low speed is less affected by changes in acceleration on passengers, so it may be set in accordance with, for example, the maintenance operation speed or the operation speed during construction. . In this step, an example of excessive speed is shown. However, for example, this threshold value may be set to the car position, and braking may be applied in accordance with overshoot of the car. If the car speed is lower than the overspeed value, the process proceeds to step S109.

In step S109, in response to the car position and speed information output 23 input from the safety controller 1, the car position / speed detector 31 detects the car position and speed of the own car in the current hoistway, and rescue operation control is performed. Part 32 determines that the car has arrived at the nearest floor. When it arrives at the nearest floor, it transfers to step S110.
In step S110, the rescue operation control unit 32 sets the brake car movement permission command and the brake pull-up command to zero so that only the brakes are in a braking state and the car is stopped. The rescue operation control unit 32 releases the car door and completes the rescue operation. If it has not arrived at the nearest floor, the process returns to step S107.
According to the above configuration, the elevator controller can ensure the braking force of the brake that has been put on standby by preparing the brake in a standby state where the braking force does not act during the rescue operation. Therefore, even when the car is moved by controlling the braking force with other brakes, even if the car is overspeed and cannot be braked with the other brakes, By braking with, the car can be safely stopped.

In addition, by opening and closing both the doubled brakes intermittently, wear of the shoe part of the brakes progresses simultaneously. Due to wear, the braking force of the brake is reduced. Depending on the progress of wear, the speed of the car moves faster than expected, making it difficult to control the speed of the car by repeatedly releasing the brake. Eventually, the brake shoe may not be able to brake the sheave and the car may not be able to stop in place. In the present embodiment, as described above, since the redundancy of the braking force of the brake can be ensured even during the rescue operation, the occurrence of such a situation can be suppressed.

In the present embodiment, the case where the brakes are the first brake 102A and the second brake 102B has been described, but the present invention can also be implemented with three or more brakes. Even when one or more of the brakes are released, it is possible if the car can be stopped by the remaining other brakes.

DESCRIPTION OF SYMBOLS 1 ... Safety controller, 2 ... Elevator control part, 4 ... Scale sensor, 5 ... Position sensor, 7 ... Detection apparatus for detecting the position / speed / acceleration of a car, ..Brake force control unit, 100... Elevator controller, 102A... First brake, 102B.

Claims

A car, a plurality of brakes for applying braking force to the movement of the car, and a controller for controlling the braking force of the plurality of brakes,
The controller includes a brake release control unit configured to release one or more brakes among the plurality of brakes during the rescue operation so as not to generate a braking force, and a brake that is not released among the plurality of brakes during the rescue operation. An elevator, comprising: a car movement control unit configured to control a movement speed of the car by changing a braking force of the car to a car movement control state.
The elevator according to claim 1, further comprising movement detection means for detecting movement of the car, wherein the controller detects a movement speed of the car based on the movement detection means. And a rescue operation control unit that controls the rescue operation based on the moving speed of the car transmitted from the car position / speed detection unit,
The rescue operation control unit is a stopped state in which the brake in the released state is caused to generate a braking force to stop the car when the moving speed of the car detected by the car position / speed detection unit exceeds a threshold value. An elevator characterized by that.
3. The elevator according to claim 2, wherein when the moving speed of the car detected by the car position / speed detecting unit exceeds a threshold, the rescue operation control unit stops the brake in the car moving control state. An elevator characterized by being in a state.
In the elevator according to claim 2,
The rescue operation control unit sets all of the plurality of brakes to the stopped state when the position of the car detected by the car position / speed detection unit is a landing position. .
3. The elevator according to claim 2, wherein the braking force of the plurality of brakes includes at least a braking force capable of stopping the car even when one of the plurality of brakes is released.
In the elevator according to claim 5,
The elevator is characterized in that the plurality of brakes are two brakes, and each of the two brakes has a braking force capable of stopping the car alone.