WO2021176547A1 - Elevator safety control system and elevator using same - Google Patents
Elevator safety control system and elevator using same Download PDFInfo
- Publication number
- WO2021176547A1 WO2021176547A1 PCT/JP2020/008820 JP2020008820W WO2021176547A1 WO 2021176547 A1 WO2021176547 A1 WO 2021176547A1 JP 2020008820 W JP2020008820 W JP 2020008820W WO 2021176547 A1 WO2021176547 A1 WO 2021176547A1
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- car
- controller
- safety control
- control system
- elevator
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- 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
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- 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 safety control system that controls the operation of an elevator in the event of an abnormality, and an elevator using the same.
- a safety controller that monitors the speed and position of the car and stops the car when those abnormalities are detected is the car. It is provided independently of the operation control controller that controls the operation.
- a safety controller and a second safety controller are provided in the car and control panel, respectively.
- a safety switch such as a limit switch
- the second safety controller commands a brake braking operation or a power cutoff.
- the safety controller provided in the car monitors the operating state of the car.
- a command for executing a brake braking operation or power off is transmitted to the second safety controller using communication.
- the second safety controller commands the brake braking operation and the power cutoff when the operating state of the car is abnormal.
- the present invention provides an elevator safety control system in which the reliability of safety control is not impaired even if a communication abnormality occurs, and an elevator using the same.
- the elevator safety control system detects an abnormality in the car, and when the abnormality is detected, the first controller transmits an abnormality detection signal, and when the abnormality detection signal is received, the winding is performed. It is provided with a second controller that shuts off the power of the upper machine and the brake to stop the car, and the first controller is provided by the car when there is a communication abnormality with the second controller. Activate the stop device to stop the car.
- the elevator according to the present invention includes a car and a counter weight, a main rope for suspending the car and the counter weight in the hoistway, and a hoisting machine for driving the main rope by a motor. It is equipped with a brake that brakes the motor, a control controller that controls the motor and brake to control the operation of the car, and a safety control device that controls the operation of the car independently of the control controller when an abnormality occurs.
- the safety control device is the elevator safety control system according to the present invention.
- the car when a communication abnormality occurs, the car is stopped by the emergency stop device, so that the reliability of the safety control is not impaired.
- FIG. 1 is a configuration diagram showing an overall configuration of an elevator according to an embodiment of the present invention.
- the car 1 and the counterweight 2 are mechanically connected to one end and the other end of the main rope 3, respectively.
- the main rope 3 is wound around a sheave that is rotationally driven by a motor 4 included in the hoist, whereby the car 1 and the counterweight are suspended in the hoistway 101 provided in the building. That is, this embodiment is a so-called slip-type elevator.
- the hoisting machine including the motor 4 and the like is installed in the machine room 102 provided on the hoistway 101.
- the car 1 and the counterweight 2 move in the hoistway 101 in opposite directions.
- the car 1 moves between arbitrary floors of the lowest floor A, the middle floor B, and the top floor C while being guided by the guide rail 5 for the car.
- the counterweight 2 moves while being guided by a guide rail for a counterweight (not shown).
- the motor 4 is equipped with a brake 6.
- a brake 6 presses the motor 4, the rotation of the motor 4 is prevented.
- a disc type or drum type electromagnetic brake is applied as the brake 6.
- An emergency stop device 16 is provided at the bottom of the car 1.
- the emergency stop device 16 is operated via the operation mechanism 18 by an electric trigger 17 (electric manipulator) provided on the upper part of the car 1.
- the emergency stop device 16 operates, grips the guide rail 5, and brakes the car 1.
- the first safety controller 7 is installed on the upper part of the car 1.
- the first safety controller 7 is connected to the landing detection sensor 8.
- the landing detection sensor 8 detects an object to be detected 9 installed at each landing in the hoistway.
- the first safety controller 7 determines whether or not the position of the car 1 is the landing based on the detection signal by the landing detection sensor 8.
- various position sensors such as photoelectric type and magnetic type can be applied.
- the first safety controller 7 is connected to the speed sensor 10.
- the first safety controller 7 detects the speed of the car 1 based on the detection signal by the speed sensor 10.
- the speed sensor 10 includes a roller pressed against the guide rail 5 and a rotary encoder that rotates with the roller.
- the first safety controller 7 is connected to a car safety device 11 (for example, a door switch that detects the open / closed state of a door (car door, landing door)).
- the first safety controller 7 detects the state of equipment around the car (for example, the open / closed state of the car door) based on the detection signal from the car surrounding safety device 11.
- the wiring length of the signal line connecting the landing detection sensor 8, the speed sensor 10, the car surrounding safety device 11 and the first safety controller 7 is suppressed. Will be done. Therefore, the signal delay time associated with the wiring length, that is, the time required for the first safety controller 7 to detect the abnormal state after the occurrence of the abnormal state can be suppressed.
- the first safety controller 7 monitors the state of the elevator based on the signals of the landing detection sensor 8, the speed sensor 10, and the vehicle safety device 11, and if an abnormality is detected, it will be described later. , Outputs an abnormality detection signal and executes safety control such as operation of the emergency stop device 16.
- a control controller 13 and a second safety controller 14 are provided in the control panel 12 installed in the machine room 102.
- the control controller 13 controls the open / braking state of the brake 6 and the rotation / stop of the motor 4.
- the control controller 13 includes a power conversion unit (for example, an inverter) that supplies control power to the motor 4, a motor control unit that outputs a motor operation command that commands the rotation of the motor 4, and a brake control unit that controls the brake 6. Has.
- the control controller 13 moves the car 1 up and down by releasing the brake 6 by the brake control unit and then controlling the power conversion unit in response to the motor operation command from the motor control unit.
- the second safety controller 14 monitors the operating state of the elevator based on the operating state signal from the control controller 13, and executes a predetermined safety control when an abnormality occurs in the operating state. That is, when an abnormality occurs in the operating state of the elevator, the second safety controller 14 cuts off the power supply from the power source (for example, a commercial power source) to the motor 4 and the brake 6, and puts the brake 6 in the braking state. The rotation of the motor 4 is forcibly stopped. As a result, the car 1 comes to an emergency stop.
- the power source for example, a commercial power source
- the second safety controller 14 communicates with the first safety controller 7 via the signal line provided in the tail code 15, that is, by wire. Then, when the second safety controller 14 receives the abnormality detection signal from the first safety controller, the second safety controller 14 cuts off the power supply to the motor 4 and the brake 6 to stop the car 1 in an emergency.
- FIG. 2 is a block diagram showing a schematic functional configuration of the safety control system in the elevator of this embodiment.
- each of the control controller 13, the first safety controller, and the second safety controller is provided with an independent computer system (for example, a microcomputer), and is determined by executing a predetermined program by the computer system. It fulfills the safety control function of.
- an independent computer system for example, a microcomputer
- each detection signal by the landing detection sensor 8, the speed sensor 10, and the vehicle surrounding safety device 11 is input to the first safety controller 7.
- the first safety controller 7 monitors the state of the car 1 (position, speed, door open / closed state, etc.) based on each detection signal.
- the first safety controller 7 determines that the descending speed of the car 1 exceeds a predetermined overspeed (for example, 1.4 times the rated speed) based on the detection signal by the speed sensor 10, the first safety controller 7 operates to the electric trigger 17. Outputs a command signal to command. As a result, the emergency stop device 16 is operated by the electric trigger 17 to operate.
- a predetermined overspeed for example, 1.4 times the rated speed
- the first safety controller 7 rides based on one or more of the position (whether or not the landing) and speed of the car 1 and the state of the car safety device 11 (for example, the open / closed state of the door).
- an abnormality in the operating state such as overspeed of the car 1 (for example, more than 1.3 times the rated speed) or running with the door open is detected, an abnormality detection signal is created.
- the first safety controller 7 is communicably connected to the second safety controller 14 by a tail code 15, that is, by wire. As a result, the first safety controller 7 transmits the abnormality detection signal to the second safety controller 14 via the tail code 15.
- the second safety controller 14 When the second safety controller 14 receives the abnormality detection signal from the first safety controller 7, the second safety controller 14 opens the electrical contact of the contactor 30. As a result, the second safety controller 14 cuts off the power supply from the power supply 20 to the motor 4 and the brake 6. As a result, the car 1 makes an emergency stop.
- the second safety controller 14 is communicably connected to the control controller 13. As a result, the second safety controller can transfer the information regarding the operating state of the car 1 acquired from the first safety controller 7 to the control controller 13. Then, the control controller 13 can control the operation of the car 1 by controlling the motor 4 and the brake 6 based on the transferred information.
- the first safety controller 7 and the second safety controller 14 regularly monitor the soundness of communication by a health check.
- the first safety controller 7 sends a soundness confirmation signal to the tail code 15.
- the first safety controller 7 determines whether or not there is a communication abnormality caused by a disconnection of the communication line or noise according to the response state from the second safety controller 14 to the soundness confirmation signal. For example, the first safety controller 7 determines that there is a communication abnormality when a normal response cannot be obtained from the second safety controller 14. Further, the second safety controller 14 also determines the presence or absence of a communication abnormality in the same manner.
- the first safety controller 7 and the second safety controller 14 execute predetermined safety control according to the presence or absence of a communication abnormality.
- a communication abnormality occurs, the car 1 can be stopped in an emergency, and then the car 1 can be moved to the landing and stopped.
- FIG. 3 is a flowchart showing an outline of the safety control executed by the first safety controller 7.
- step 301 the first safety controller 7 determines whether the communication between the first safety controller 7 and the second safety controller 14 is abnormal. If it is determined to be abnormal (YES in step 301), the first safety controller 7 then executes step 302. If it is not abnormal, that is, if it is determined to be normal (NO in step 301), the first safety controller 7 then executes step 305 (normal safety control).
- step 302 the first safety controller 7 determines whether the operation of the car surrounding safety device 11 or whether or not a driving abnormality such as an overspeed of the car 1 or running with the door open is detected. If it is determined that it has been detected (YES in step 302), the first safety controller 7 then executes step 304. If it is determined that the detection has not been performed (NO in step 302), the first safety controller 7 then executes step 303.
- step 303 the first safety controller 7 determines whether the landing detection sensor 8 has detected the landing. That is, the first safety controller 7 determines whether the position of the car 1 is the position of the landing. If it is determined that the landing has been detected (YES in step 303), the first safety controller 7 then executes step 304. If it is determined that the landing has not been detected (NO in step 303), the first safety controller 7 returns to step 301 and actually executes step 303 again.
- the “landing” in step 303 is the landing on the nearest floor in the moving direction, that is, the descending direction of the car 1.
- step 304 the first safety controller 7 outputs a command signal to the electric trigger 17 to command the operation.
- the emergency stop device 16 is activated and the car 1 is stopped.
- step 304 is executed after step 302 (YES in step 302), since the operation or operation abnormality of the car safety device 11 is detected, the emergency stop device 16 is used to detect the car 1 Is emergency stopped. As a result, the car 1 can be reliably stopped in an emergency when there is a communication abnormality.
- step 304 When step 304 is executed after step 303 (YES in step 303), the car 1 descends according to the command of the second safety controller 14 described later, and the landing on the nearest floor in the descending direction. Since the car 1 has reached the position of, the emergency stop device 16 stops the car 1 at the position of the landing. As a result, the car door and the landing door can be opened so that the passengers in the car 1 can get off.
- the first safety controller 7 After executing step 304, the first safety controller 7 ends a series of safety controls shown in FIG. When the communication abnormality is resolved, the braking state of the emergency stop device 16 is released, and the car 1 returns to the normal operation state, the first safety controller 7 again performs a series of safety controls shown in FIG. Run.
- step 305 the first safety controller 7 operates the car surrounding safety device 11, the speed of the car 1 is exceeded, and the door is opened, as in step 302. It is determined whether or not a driving abnormality such as running while driving is detected. If it is determined that it has been detected (YES in step 305), the first safety controller 7 then executes step 306. If it is determined that the detection has not been performed (NO in step 305), the first safety controller 7 executes step 301 again.
- step 306 the first safety controller 7 transmits an abnormality detection signal to the second safety controller 14.
- step 306 the car 1 comes to an emergency stop due to the power cutoff by the second safety controller as described later, and the first safety controller 7 ends a series of safety controls shown in FIG.
- the first safety controller 7 again executes a series of safety controls shown in FIG.
- the safety control shown in FIG. 3 is executed by the first safety controller using a computer system. Therefore, this computer system has a sufficiently short arithmetic processing cycle so that the car 1 can surely reach the landing, stop, and open the door.
- FIG. 4 is a flowchart showing an outline of the safety control executed by the second safety controller 14.
- step 401 the second safety controller 14 determines whether the communication between the first safety controller 7 and the second safety controller 14 is abnormal. If it is determined to be abnormal (YES in step 401), the second safety controller 14 then executes step 402. If it is not abnormal, that is, if it is determined to be normal (NO in step 401), the second safety controller 14 then executes step 406 (normal safety control).
- step 402 the second safety controller 14 determines whether the power supplies of the motor 4 and the brake 6 have been cut off for a predetermined time. If it is determined that the shutoff is performed for a predetermined time (YES in step 402), the second safety controller 14 then executes step 403. If it is determined that the device has not been shut off for a predetermined time (NO in step 402), the second safety controller 14 then executes step 405.
- the predetermined time is set to be longer than the time required from when the power is turned off until the car 1 is stopped. Therefore, in step 402, the second safety controller 14 determines whether or not the car 1 has been emergency stopped.
- step 403 the second safety controller 14 releases the power cutoff of the motor 4 and the brake 6. As a result, the car 1 is in a runnable state.
- the second safety controller 14 executes step 403 and then steps 404.
- step 404 the second safety controller 14 outputs a downward travel command to the control controller 13 in order to move the car 1 in the downward direction.
- the emergency stop device 16 is provided with a mechanism for braking the descending car 1. Therefore, in step 404, as described above (FIG. 3), in order to operate the emergency stop device 16 by the first safety controller 7 to stop the car 1, a downward travel command is given to the control controller 13. Is output.
- the second safety controller 14 ends a series of safety controls shown in FIG. After that, according to the safety control (FIG. 3) of the first safety controller 7 described above, when the car 1 reaches the landing, the emergency stop device 16 stops the car 1.
- the second safety controller 14 When the communication abnormality is resolved, the braking state of the emergency stop device 16 is released, and the car 1 returns to the normal operation state, the second safety controller 14 again performs a series of safety controls shown in FIG. Run.
- step 405 If it is determined that the communication is abnormal (YES in step 401) and further, it is determined that the power supplies of the motor 4 and the brake 6 have not been shut off for a predetermined time (NO in step 402), in step 405, the second safety controller 14 , Shut off the power of the motor 4 and the brake 6. After executing step 405, the second safety controller 14 returns to step 401 and substantially re-executes the determination of step 402. As a result, after the car 1 is surely stopped in an emergency, the power cutoff can be released (step 403), and the control controller 13 can be instructed to lower the car 1 (step 404).
- the above-mentioned predetermined time may include the time required for guidance broadcasting regarding emergency stop, operation on the nearest floor, etc., which is carried out in the car 1 during the period from the emergency stop of the car 1 to the start of the descent operation. ..
- step 406 the second safety controller 14 determines whether or not the abnormality detection signal is received from the first safety controller 7. If it is determined that the signal has been received (YES in step 406), the second safety controller 14 then executes step 408. If it is determined that the signal has not been received (NO in step 406), the second safety controller 14 then executes step 407.
- step 407 the second safety controller 14 releases the power cutoff of the motor 4 and the brake 6.
- step 408 the second safety controller 14 shuts off the power of the motor 4 and the brake 6.
- the safety control after step 408 shifts to the operation to the nearest floor of the car 1 by the control controller 13. Therefore, the second safety controller 14 travels with respect to the control controller 13 in order to move the car 1 to the nearest floor (the nearest floor upward or downward from the stop position of the car 1) after the emergency stop.
- the command may be output.
- the second safety controller 14 may execute the same safety control as in steps 402 to 405.
- step 408 the second safety controller 14 ends a series of safety controls shown in FIG.
- the second safety controller 14 again executes a series of safety controls shown in FIG.
- FIG. 5 is a flowchart showing an outline of safety control executed by the control controller 13 when a communication abnormality occurs.
- step 501 the control controller 13 determines whether or not a downward travel command (see step 404 in FIG. 4) has been received from the second safety controller 14. If it is determined that the signal is being received (YES in step 501), the controller 13 then executes step 502. If it is determined that the signal has not been received (NO in step 501), the control controller 13 ends a series of safety controls shown in FIG.
- step 502 the control controller 13 determines whether or not the motor operation command for lowering the car 1 has been output for a predetermined time.
- the "predetermined time” is equal to or longer than the time required for the car 1 to move from an arbitrary stop position in the hoistway 101 to a landing position on a downward floor (for example, the nearest floor). The time is set in the control controller 13 in advance.
- the controller 13 executes step 503. If it is determined that the output has not been performed for a predetermined time (NO in step 502), the controller 13 then executes step 504.
- step 503 the control controller 13 stops the output of the motor operation command. As a result, the rotation of the motor 4 is stopped. At this time, the control controller 13 puts the brake 6 in the braking state.
- step 503 the control controller 13 ends a series of safety controls at the time of communication abnormality shown in FIG.
- the controller 13 executes normal operation control.
- step 504 If it is determined that the downward travel command has been received (YES in step 501) and further, it is determined that the motor operation command has not been output for a predetermined time (NO in step 502), in step 504, the controller 13 determines that the motor operation command has not been output. Outputs a motor operation command. As a result, the motor 4 rotates in the direction in which the car 1 travels downward. At this time, the control controller 13 lowers the car 1 at a speed lower than the rated speed during normal operation.
- step 504 the control controller 13 returns to step 501 and substantially executes the determination of step 502 again.
- the first safety controller 7 can operate the emergency stop device 16 to reliably stop the car 1 at the landing position (see steps 303 and 304 in FIG. 3).
- the first safety controller 7 when a communication abnormality occurs between the first safety controller 7 and the second safety controller 14, the first safety controller 7 operates the emergency stop device 16 to move the car 1. Stop. As a result, the car 1 can be stopped even if the power cutoff by the second safety controller 14 is not executed. Further, since the emergency stop device 16 operates, the car 1 can be reliably stopped even if the motor 4 is rotating (in this case, the sheave of the hoisting machine idles). As described above, according to the present embodiment, the reliability of the safety control is maintained when a communication abnormality occurs.
- the second safety controller 14 commands the control controller 13 to lower the car 1, and the first safety controller determines that the car 1 reaches the landing position.
- the emergency stop device 16 is operated to stop the car 1.
- the car door and the landing door can be opened, so that passengers are not trapped. Therefore, even if a communication abnormality occurs, the reliability of the safety control is maintained and the safety of the elevator is ensured.
- both the first safety controller 7 and the second safety controller 14 periodically determine the presence or absence of a communication abnormality, and if there is a communication abnormality, each controller independently executes the safety control.
- the second safety controller 14 is responsible for the emergency stop of the car 1 due to the power cutoff and the descent operation control of the car 1 after the emergency stop
- the first safety controller 7 is responsible for determining the position of the car 1 and determining the position of the car 1. It is responsible for stopping the car 1 at the landing position (door openable position) by the emergency stop device. Therefore, as a safety control system, even if a communication abnormality occurs, the car 1 is temporarily stopped in an emergency, and then the car 1 is automatically operated to the position of the landing (for example, the landing on the nearest floor). Be retained.
- the present invention is not limited to the above-described embodiment, and includes various modifications.
- the above-described examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.
- the position of the car 1 may be calculated by integrating the speed detected by the speed sensor 10.
- the first safety controller 7 compares the calculated position with the position of the landing set in advance in the first safety controller 7.
- the first safety controller 7 detects the position and speed of the car 1 based on the image information of the surface state of the guide rail 5 acquired by the image sensor. For example, the first safety controller 7 detects the position of the car 1 by collating the image information of the surface state of the guide rail 5 measured in advance and stored in the storage device with the image information earned by the image sensor. do. Further, the first safety controller 7 calculates the speed of the car 1 from the detected time change of the position of the car 1.
- an electric actuator that drives the operation mechanism 18 by energizing or de-energizing the solenoid an electric actuator that drives the operation mechanism 18 by a linear actuator, or the like is applied.
- the emergency stop device 16 may have a function of braking and stopping the car 1 when the ascending speed of the car 1 becomes a predetermined overspeed abnormality.
- the second controller 14 may drive the car 1 ascending toward the landing in the upward direction.
- the elevator may be a so-called machine room-less elevator in which a hoisting machine and a control panel are installed in the hoistway.
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- Maintenance And Inspection Apparatuses For Elevators (AREA)
Abstract
Disclosed is an elevator safety control system in which the reliability of safety control is not impaired even if a communication abnormality occurs. This elevator safety control system comprises a first controller (7) that detects an abnormality in a car (1) and transmits an abnormality detection signal upon detecting the abnormality, and a second controller (14) that shuts off the power to a hoisting machine and a brake (6) and stops the car (1) upon receiving the abnormality detection signal. If there is an abnormality in communication with the second controller (14), the first controller (7) activates an emergency stop device (16) provided in the car (1) and stops the car (1).
Description
本発明は、異常時にエレベーターの運転を制御するエレベーターの安全制御システム、並びにそれを用いるエレベーターに関する。
The present invention relates to an elevator safety control system that controls the operation of an elevator in the event of an abnormality, and an elevator using the same.
昇降路内を昇降する乗りかごを有するエレベーターにおいては、安全装置の一つとして、乗りかごの速度や位置を監視し、それらの異常を検出した場合にかごを停止させる安全コントローラが、乗りかごの運転を制御する運転制御コントローラとは独立に設けられる。
In an elevator that has a car that goes up and down in the hoistway, as one of the safety devices, a safety controller that monitors the speed and position of the car and stops the car when those abnormalities are detected is the car. It is provided independently of the operation control controller that controls the operation.
安全コントローラに関する従来技術としては、例えば、特許文献1に記載の技術が知られている。この技術では、安全コントローラおよび第二安全コントローラが、それぞれ乗りかごおよび制御盤に設けられる。第二安全コントローラは、リミットスイッチなどの安全スイッチが作動すると、ブレーキ制動動作や電源遮断を指令する。また、乗りかごに設けられる安全コントローラは、乗りかごの運転状態を監視する。運転状態の異常を検出すると、ブレーキ制動動作や電源遮断を実行する指令を、通信を利用して、第二安全コントローラに伝達する。これにより、第二安全コントローラは、乗りかごの運転状態が異常であるとき、ブレーキ制動動作や電源遮断を指令する。
As a conventional technique relating to a safety controller, for example, the technique described in Patent Document 1 is known. In this technique, a safety controller and a second safety controller are provided in the car and control panel, respectively. When a safety switch such as a limit switch is activated, the second safety controller commands a brake braking operation or a power cutoff. In addition, the safety controller provided in the car monitors the operating state of the car. When an abnormality in the operating state is detected, a command for executing a brake braking operation or power off is transmitted to the second safety controller using communication. As a result, the second safety controller commands the brake braking operation and the power cutoff when the operating state of the car is abnormal.
上記従来技術では、乗りかごに設置されている安全コントローラと制御盤に設置されている第二安全コントローラとの間で通信異常が発生した場合、安全制御の信頼性が低下するおそれがある。
In the above-mentioned conventional technology, if a communication abnormality occurs between the safety controller installed in the car and the second safety controller installed in the control panel, the reliability of the safety control may decrease.
そこで、本発明は、通信異常が発生しても、安全制御の信頼性が損なわれない、エレベーターの安全制御システム、並びにそれを用いるエレベーターを提供する。
Therefore, the present invention provides an elevator safety control system in which the reliability of safety control is not impaired even if a communication abnormality occurs, and an elevator using the same.
上記課題を解決するために、本発明によるエレベーターの安全制御システムは、乗りかごの異常を検出し、異常を検出すると、異常検出信号を送信する第1コントローラと、異常検出信号を受信すると、巻上機およびブレーキの電源を遮断して乗りかごを停止させる第2コントローラと、を備えるものであって、第1コントローラは、第2コントローラとの間における通信異常が有る場合、乗りかごが備える非常止め装置を作動させて、乗りかごを停止させる。
In order to solve the above problems, the elevator safety control system according to the present invention detects an abnormality in the car, and when the abnormality is detected, the first controller transmits an abnormality detection signal, and when the abnormality detection signal is received, the winding is performed. It is provided with a second controller that shuts off the power of the upper machine and the brake to stop the car, and the first controller is provided by the car when there is a communication abnormality with the second controller. Activate the stop device to stop the car.
また、上記課題を解決するために、本発明によるエレベーターは、乗りかごおよびカウンタウェイトと、昇降路内において乗りかごおよびカウンタウェイトを吊る主ロープと、モータによって主ロープを駆動する巻上機と、モータを制動するブレーキと、モータおよびブレーキを制御して乗りかごの運転を制御する制御コントローラと、異常発生時に、制御コントローラとは独立に、乗りかごの運転を制御する安全制御装置と、を備えるものであって、安全制御装置が、上記本発明によるエレベーターの安全制御システムである。
Further, in order to solve the above problems, the elevator according to the present invention includes a car and a counter weight, a main rope for suspending the car and the counter weight in the hoistway, and a hoisting machine for driving the main rope by a motor. It is equipped with a brake that brakes the motor, a control controller that controls the motor and brake to control the operation of the car, and a safety control device that controls the operation of the car independently of the control controller when an abnormality occurs. The safety control device is the elevator safety control system according to the present invention.
本発明によれば、通信異常が発生すると、非常止め装置によって乗りかごを停止させるので、安全制御の信頼性が損なわれない。
According to the present invention, when a communication abnormality occurs, the car is stopped by the emergency stop device, so that the reliability of the safety control is not impaired.
上記した以外の課題、構成および効果は、以下の実施形態の説明により明らかにされる。
Issues, configurations and effects other than those described above will be clarified by the explanation of the following embodiments.
以下、本発明の実施形態について、下記の実施例により、図面を用いながら説明する。
Hereinafter, embodiments of the present invention will be described with reference to the drawings according to the following examples.
なお、各図において、参照番号が同一のものは同一の構成要件あるいは類似の機能を備えた構成要件を示している。
In each figure, those having the same reference number indicate the same constituent requirements or constituent requirements having similar functions.
図1は、本発明の一実施例であるエレベーターの全体構成を示す構成図である。
FIG. 1 is a configuration diagram showing an overall configuration of an elevator according to an embodiment of the present invention.
図1に示すように、本実施例においては、乗りかご1およびカウンタウェイト2が、それぞれ主ロープ3の一端および他端に機械的に接続される。主ロープ3は、巻上機が備えるモータ4によって回転駆動されるシーブに巻き掛けられ、これにより、乗りかご1およびカウンタウェイトが、建築物に設けられる昇降路101内に吊られる。すなわち、本実施例は、いわゆる、つるべ式のエレベーターである。なお、本実施例において、モータ4などを備える巻上機は、昇降路101上に設けられる機械室102内に設置される。
As shown in FIG. 1, in this embodiment, the car 1 and the counterweight 2 are mechanically connected to one end and the other end of the main rope 3, respectively. The main rope 3 is wound around a sheave that is rotationally driven by a motor 4 included in the hoist, whereby the car 1 and the counterweight are suspended in the hoistway 101 provided in the building. That is, this embodiment is a so-called slip-type elevator. In this embodiment, the hoisting machine including the motor 4 and the like is installed in the machine room 102 provided on the hoistway 101.
モータ4が回転して、シーブが回転駆動されると、主ロープ3が、シーブと主ロープ3との間の摩擦力によって直線的に駆動される。これにより、乗りかご1およびカウンタウェイト2は、昇降路101内を、互いに上下反対方向に移動する。乗りかご1は、乗りかご用のガイドレール5に案内されながら、最下階A、中間階Bおよび最上階Cの任意の階間で移動する。また、カウンタウェイト2は、図示されないカウンタウェイト用のガイドレールに案内されながら移動する。
When the motor 4 rotates and the sheave is rotationally driven, the main rope 3 is linearly driven by the frictional force between the sheave and the main rope 3. As a result, the car 1 and the counterweight 2 move in the hoistway 101 in opposite directions. The car 1 moves between arbitrary floors of the lowest floor A, the middle floor B, and the top floor C while being guided by the guide rail 5 for the car. Further, the counterweight 2 moves while being guided by a guide rail for a counterweight (not shown).
モータ4は、ブレーキ6を備えている。ブレーキ6がモータ4を押さえることで、モータ4の回転が阻止される。本実施例では、ブレーキ6として、ディスク式あるいはドラム式の電磁ブレーキが適用される。
The motor 4 is equipped with a brake 6. When the brake 6 presses the motor 4, the rotation of the motor 4 is prevented. In this embodiment, a disc type or drum type electromagnetic brake is applied as the brake 6.
乗りかご1の下部には非常止め装置16が設けられる。非常止め装置16は、乗りかご1が所定の過速状態になると、乗りかご1の上部に設けられる電動トリガ17(電動操作器)によって、操作機構18を介して操作される。これにより、非常止め装置16は、作動し、ガイドレール5を把持して乗りかご1を制動する。
An emergency stop device 16 is provided at the bottom of the car 1. When the car 1 is in a predetermined overspeed state, the emergency stop device 16 is operated via the operation mechanism 18 by an electric trigger 17 (electric manipulator) provided on the upper part of the car 1. As a result, the emergency stop device 16 operates, grips the guide rail 5, and brakes the car 1.
乗りかご1の上部には、第1安全コントローラ7が設置されている。第1安全コントローラ7は、乗場検出センサ8と接続されている。乗場検出センサ8は、昇降路内の各乗場に設置される被検出体9を検出する。第1安全コントローラ7は、乗場検出センサ8による検出信号に基づいて、乗りかご1の位置が乗場であるか否かを判定する。
The first safety controller 7 is installed on the upper part of the car 1. The first safety controller 7 is connected to the landing detection sensor 8. The landing detection sensor 8 detects an object to be detected 9 installed at each landing in the hoistway. The first safety controller 7 determines whether or not the position of the car 1 is the landing based on the detection signal by the landing detection sensor 8.
なお、乗場検出センサ8としては、光電式や磁気式など、各種位置センサを適用できる。
As the landing detection sensor 8, various position sensors such as photoelectric type and magnetic type can be applied.
また、第1安全コントローラ7は、速度センサ10と接続されている。第1安全コントローラ7は、速度センサ10による検出信号に基づいて、乗りかご1の速度を検出する。本実施例では、速度センサ10は、ガイドレール5に押し付けられるローラと、ローラとともに回転するロータリエンコーダとを備えている。
Further, the first safety controller 7 is connected to the speed sensor 10. The first safety controller 7 detects the speed of the car 1 based on the detection signal by the speed sensor 10. In this embodiment, the speed sensor 10 includes a roller pressed against the guide rail 5 and a rotary encoder that rotates with the roller.
さらに、第1安全コントローラ7は、乗りかご周り安全装置11(たとえば、ドア(かごドア、乗場ドア)の開閉状態を検出する、ドアスイッチ)と接続されている。第1安全コントローラ7は、乗りかご周り安全装置11による検出信号に基づいて、乗りかご周りの機器の状態(たとえば、かごドアの開閉状態)を検出する。
Further, the first safety controller 7 is connected to a car safety device 11 (for example, a door switch that detects the open / closed state of a door (car door, landing door)). The first safety controller 7 detects the state of equipment around the car (for example, the open / closed state of the car door) based on the detection signal from the car surrounding safety device 11.
なお、第1安全コントローラ7が乗りかご1上に設けられるので、乗場検出センサ8、速度センサ10および乗りかご周り安全装置11と、第1安全コントローラ7とを接続する信号線の配線長が抑制される。このため、配線長に伴う信号遅延時間、すなわち異常状態が発生してから第1安全コントローラ7が異常状態を検出するまでに要する時間を抑制できる。
Since the first safety controller 7 is provided on the car 1, the wiring length of the signal line connecting the landing detection sensor 8, the speed sensor 10, the car surrounding safety device 11 and the first safety controller 7 is suppressed. Will be done. Therefore, the signal delay time associated with the wiring length, that is, the time required for the first safety controller 7 to detect the abnormal state after the occurrence of the abnormal state can be suppressed.
上述のように、第1安全コントローラ7は、乗場検出センサ8、速度センサ10および乗りかご周り安全装置11の各信号に基づいて、エレベーターの状態を監視し、異常を検知したら、後述するように、異常検出信号の出力や、非常止め装置16の作動のような安全制御を実行する。
As described above, the first safety controller 7 monitors the state of the elevator based on the signals of the landing detection sensor 8, the speed sensor 10, and the vehicle safety device 11, and if an abnormality is detected, it will be described later. , Outputs an abnormality detection signal and executes safety control such as operation of the emergency stop device 16.
機械室102内に設置される制御盤12内には、制御コントローラ13、第2安全コントローラ14が備えられている。
A control controller 13 and a second safety controller 14 are provided in the control panel 12 installed in the machine room 102.
制御コントローラ13は、ブレーキ6の開放・制動状態およびモータ4の回転・停止を制御する。制御コントローラ13は、モータ4に制御電力を与える電力変換部(例えば、インバータ)と、モータ4の回転を指令するモータ動作指令を出力するモータ制御部と、ブレーキ6を制御するブレーキ制御部と、を有する。
The control controller 13 controls the open / braking state of the brake 6 and the rotation / stop of the motor 4. The control controller 13 includes a power conversion unit (for example, an inverter) that supplies control power to the motor 4, a motor control unit that outputs a motor operation command that commands the rotation of the motor 4, and a brake control unit that controls the brake 6. Has.
制御コントローラ13は、ブレーキ制御部によってブレーキ6を開放した上で、モータ制御部からのモータ動作指令に応じて電力変換部を制御することにより、乗りかご1を昇降運転する。
The control controller 13 moves the car 1 up and down by releasing the brake 6 by the brake control unit and then controlling the power conversion unit in response to the motor operation command from the motor control unit.
第2安全コントローラ14は、制御コントローラ13からの運転状態信号に基づいてエレベーターの運転状態を監視し、運転状態に異常が発生した場合、所定の安全制御を、実行する。すなわち、第2安全コントローラ14は、エレベーターの運転状態に異常が発生した場合、電源(例えば、商用電源)からモータ4およびブレーキ6への電力供給を遮断し、ブレーキ6を制動状態にするとともに、モータ4の回転を強制的に停止する。これにより、乗りかご1が非常停止する。
The second safety controller 14 monitors the operating state of the elevator based on the operating state signal from the control controller 13, and executes a predetermined safety control when an abnormality occurs in the operating state. That is, when an abnormality occurs in the operating state of the elevator, the second safety controller 14 cuts off the power supply from the power source (for example, a commercial power source) to the motor 4 and the brake 6, and puts the brake 6 in the braking state. The rotation of the motor 4 is forcibly stopped. As a result, the car 1 comes to an emergency stop.
また、第2安全コントローラ14は、テールコード15が備える信号線を介して、すなわち有線で、第1安全コントローラ7と通信する。そして、第2安全コントローラ14は、第1安全コントローラからの異常検出信号を受信すると、モータ4およびブレーキ6への電源供給を遮断して、乗りかご1を非常停止させる。
Further, the second safety controller 14 communicates with the first safety controller 7 via the signal line provided in the tail code 15, that is, by wire. Then, when the second safety controller 14 receives the abnormality detection signal from the first safety controller, the second safety controller 14 cuts off the power supply to the motor 4 and the brake 6 to stop the car 1 in an emergency.
図2は、本実施例のエレベーターにおける安全制御システムの概略的な機能構成を示すブロック図である。
FIG. 2 is a block diagram showing a schematic functional configuration of the safety control system in the elevator of this embodiment.
なお、本実施例では、制御コントローラ13、第1安全コントローラおよび第2安全コントローラの各々が、独立したコンピュータシステム(たとえば、マイクロコンピュータ)を備え、コンピュータシステムによって所定のプログラムを実行することにより、所定の安全制御機能を果たす。
In this embodiment, each of the control controller 13, the first safety controller, and the second safety controller is provided with an independent computer system (for example, a microcomputer), and is determined by executing a predetermined program by the computer system. It fulfills the safety control function of.
図2に示すように、乗場検出センサ8、速度センサ10および乗りかご周り安全装置11による各検出信号が、第1安全コントローラ7に入力される。第1安全コントローラ7は、各検出信号に基づいて、乗りかご1の状態(位置、速度、ドア開閉状態など)を監視している。
As shown in FIG. 2, each detection signal by the landing detection sensor 8, the speed sensor 10, and the vehicle surrounding safety device 11 is input to the first safety controller 7. The first safety controller 7 monitors the state of the car 1 (position, speed, door open / closed state, etc.) based on each detection signal.
第1安全コントローラ7は、速度センサ10による検出信号に基づいて、乗りかご1の下降速度が所定の過速度(例えば、定格速度の1.4倍)を超えたと判定すると、電動トリガ17へ作動を指令する指令信号を出力する。これにより、非常止め装置16が、電動トリガ17によって操作されて、作動する。
When the first safety controller 7 determines that the descending speed of the car 1 exceeds a predetermined overspeed (for example, 1.4 times the rated speed) based on the detection signal by the speed sensor 10, the first safety controller 7 operates to the electric trigger 17. Outputs a command signal to command. As a result, the emergency stop device 16 is operated by the electric trigger 17 to operate.
また、第1安全コントローラ7は、乗りかご1の位置(乗場か否か)および速度、並びに乗りかご周り安全装置11の状態(例えば、ドアの開閉状態)のいずれかもしくは複数に基づいて、乗りかご1の速度超過(例えば、定格速度の1.3倍超)やドアが開いたままの走行のような運転状態の異常を検出した場合、異常検出信号を作成する。第1安全コントローラ7は、テールコード15によって、すなわち有線で、第2安全コントローラ14と通信可能に接続されている。これにより、第1安全コントローラ7は、異常検出信号を、テールコード15を介して、第2安全コントローラ14に送信する。
Further, the first safety controller 7 rides based on one or more of the position (whether or not the landing) and speed of the car 1 and the state of the car safety device 11 (for example, the open / closed state of the door). When an abnormality in the operating state such as overspeed of the car 1 (for example, more than 1.3 times the rated speed) or running with the door open is detected, an abnormality detection signal is created. The first safety controller 7 is communicably connected to the second safety controller 14 by a tail code 15, that is, by wire. As a result, the first safety controller 7 transmits the abnormality detection signal to the second safety controller 14 via the tail code 15.
第2安全コントローラ14は、第1安全コントローラ7からの異常検出信号を受信すると、コンタクタ30の電気接点を開く。これにより、第2安全コントローラ14は、電源20からモータ4およびブレーキ6への電力供給を遮断する。これにより、乗りかご1は非常停止する。
When the second safety controller 14 receives the abnormality detection signal from the first safety controller 7, the second safety controller 14 opens the electrical contact of the contactor 30. As a result, the second safety controller 14 cuts off the power supply from the power supply 20 to the motor 4 and the brake 6. As a result, the car 1 makes an emergency stop.
また、第2安全コントローラ14は、制御コントローラ13と通信可能に接続される。これにより、第2安全コントローラは、第1安全コントローラ7から取得される乗りかご1の運転状態に関する情報を、制御コントローラ13へ転送できる。そして、制御コントローラ13は、転送された情報に基づいてモータ4やブレーキ6を制御することにより、乗りかご1の運転を制御できる。
Further, the second safety controller 14 is communicably connected to the control controller 13. As a result, the second safety controller can transfer the information regarding the operating state of the car 1 acquired from the first safety controller 7 to the control controller 13. Then, the control controller 13 can control the operation of the car 1 by controlling the motor 4 and the brake 6 based on the transferred information.
ここで、第1安全コントローラ7と第2安全コントローラ14は、ヘルスチェックによって通信の健全性を定期的に監視している。ヘルスチェックにおいて、第1安全コントローラ7は、健全性確認用信号をテールコード15へ送出する。この健全性確認用信号に対する第2安全コントローラ14からの応答状態に応じて、第1安全コントローラ7は、通信線の断線やノイズによって発生する通信異常の有無を判定する。例えば、第1安全コントローラ7は、第2安全コントローラ14から正常な応答が得られない場合、通信異常が有ると判定する。また、第2安全コントローラ14も、同様に、通信異常の有無を判定する。
Here, the first safety controller 7 and the second safety controller 14 regularly monitor the soundness of communication by a health check. In the health check, the first safety controller 7 sends a soundness confirmation signal to the tail code 15. The first safety controller 7 determines whether or not there is a communication abnormality caused by a disconnection of the communication line or noise according to the response state from the second safety controller 14 to the soundness confirmation signal. For example, the first safety controller 7 determines that there is a communication abnormality when a normal response cannot be obtained from the second safety controller 14. Further, the second safety controller 14 also determines the presence or absence of a communication abnormality in the same manner.
第1安全コントローラ7および第2安全コントローラ14は、後述するように(図3,4)、通信異常の有無に応じて、所定の安全制御を実行する。これにより、通信異常が発生した場合に、乗りかご1を非常停止させ、そのあと、乗場まで移動させて停止させることができる。
As will be described later (FIGS. 3 and 4), the first safety controller 7 and the second safety controller 14 execute predetermined safety control according to the presence or absence of a communication abnormality. As a result, when a communication abnormality occurs, the car 1 can be stopped in an emergency, and then the car 1 can be moved to the landing and stopped.
図3は、第1安全コントローラ7が実行する安全制御の概略を示すフローチャートである。
FIG. 3 is a flowchart showing an outline of the safety control executed by the first safety controller 7.
まず、ステップ301において、第1安全コントローラ7は、第1安全コントローラ7と第2安全コントローラ14との通信が異常であるかを判定する。異常であると判定した場合(ステップ301のYES)、第1安全コントローラ7は、次にステップ302を実行する。また、異常ではないと、すなわち正常と判定した場合(ステップ301のNO)、第1安全コントローラ7は、次に、ステップ305(通常の安全制御)を実行する。
First, in step 301, the first safety controller 7 determines whether the communication between the first safety controller 7 and the second safety controller 14 is abnormal. If it is determined to be abnormal (YES in step 301), the first safety controller 7 then executes step 302. If it is not abnormal, that is, if it is determined to be normal (NO in step 301), the first safety controller 7 then executes step 305 (normal safety control).
ステップ302において、第1安全コントローラ7は、乗りかご周り安全装置11の動作や、乗りかご1の速度超過やドアが開いたままの走行のような運転異常を検出したかを判定する。検出したと判定した場合(ステップ302のYES)、第1安全コントローラ7は、次にステップ304を実行する。また、検出していないと判定した場合(ステップ302のNO)、第1安全コントローラ7は、次にステップ303を実行する。
In step 302, the first safety controller 7 determines whether the operation of the car surrounding safety device 11 or whether or not a driving abnormality such as an overspeed of the car 1 or running with the door open is detected. If it is determined that it has been detected (YES in step 302), the first safety controller 7 then executes step 304. If it is determined that the detection has not been performed (NO in step 302), the first safety controller 7 then executes step 303.
ステップ303において、第1安全コントローラ7は、乗場検出センサ8が乗場を検出しているかを判定する。すなわち、第1安全コントローラ7は、乗りかご1の位置が乗場の位置であるかを判定する。乗場を検出したと判定した場合(ステップ303のYES)、第1安全コントローラ7は、次にステップ304を実行する。また、乗場を検出していないと判定した場合(ステップ303のNO)、第1安全コントローラ7は、ステップ301に戻って、実質、ステップ303を再度実行する。ステップ303における「乗場」とは、乗りかご1の移動方向すなわち下降方向での最寄り階の乗場である。
In step 303, the first safety controller 7 determines whether the landing detection sensor 8 has detected the landing. That is, the first safety controller 7 determines whether the position of the car 1 is the position of the landing. If it is determined that the landing has been detected (YES in step 303), the first safety controller 7 then executes step 304. If it is determined that the landing has not been detected (NO in step 303), the first safety controller 7 returns to step 301 and actually executes step 303 again. The “landing” in step 303 is the landing on the nearest floor in the moving direction, that is, the descending direction of the car 1.
ステップ304において、第1安全コントローラ7は、電動トリガ17に対して、指令信号を出力して、作動を指令する。これにより、非常止め装置16が作動して、乗りかご1が制止される。
In step 304, the first safety controller 7 outputs a command signal to the electric trigger 17 to command the operation. As a result, the emergency stop device 16 is activated and the car 1 is stopped.
なお、ステップ302の次にステップ304が実行される場合(ステップ302のYESの場合)、乗りかご周り安全装置11の動作や運転異常が検出されているので、非常止め装置16によって、乗りかご1が非常停止される。これにより、通信異常が有る場合に、乗りかご1を確実に非常停止させることができる。
When step 304 is executed after step 302 (YES in step 302), since the operation or operation abnormality of the car safety device 11 is detected, the emergency stop device 16 is used to detect the car 1 Is emergency stopped. As a result, the car 1 can be reliably stopped in an emergency when there is a communication abnormality.
また、ステップ303の次にステップ304が実行される場合(ステップ303でYESの場合)、後述する第2安全コントローラ14の指令によって乗りかご1が下降運転して、下降方向での最寄り階の乗場の位置まで乗りかご1が到達したので、非常止め装置16によって、乗りかご1を乗場の位置に制止させる。これにより、かごドアおよび乗場ドアを開いて、乗りかご1の乗客が降車可能となる。
When step 304 is executed after step 303 (YES in step 303), the car 1 descends according to the command of the second safety controller 14 described later, and the landing on the nearest floor in the descending direction. Since the car 1 has reached the position of, the emergency stop device 16 stops the car 1 at the position of the landing. As a result, the car door and the landing door can be opened so that the passengers in the car 1 can get off.
第1安全コントローラ7は、ステップ304を実行したら、図3に示す一連の安全制御を終了する。なお、通信異常が解消されるとともに非常止め装置16の制動状態が解除され、かつ乗りかご1が正常運転状態に復帰すると、第1安全コントローラ7は、再度、図3に示す一連の安全制御を実行する。
After executing step 304, the first safety controller 7 ends a series of safety controls shown in FIG. When the communication abnormality is resolved, the braking state of the emergency stop device 16 is released, and the car 1 returns to the normal operation state, the first safety controller 7 again performs a series of safety controls shown in FIG. Run.
通信が正常である場合(ステップ301のNO)、ステップ305において、第1安全コントローラ7は、ステップ302と同様に、乗りかご周り安全装置11の動作や、乗りかご1の速度超過やドアが開いたままの走行のような運転異常を検出したかを判定する。検出したと判定した場合(ステップ305のYES)、第1安全コントローラ7は、次にステップ306を実行する。また、検出していないと判定した場合(ステップ305のNO)、第1安全コントローラ7は、再度、ステップ301を実行する。
When the communication is normal (NO in step 301), in step 305, the first safety controller 7 operates the car surrounding safety device 11, the speed of the car 1 is exceeded, and the door is opened, as in step 302. It is determined whether or not a driving abnormality such as running while driving is detected. If it is determined that it has been detected (YES in step 305), the first safety controller 7 then executes step 306. If it is determined that the detection has not been performed (NO in step 305), the first safety controller 7 executes step 301 again.
ステップ306において、第1安全コントローラ7は、異常検出信号を第2安全コントローラ14に送信する。
In step 306, the first safety controller 7 transmits an abnormality detection signal to the second safety controller 14.
ステップ306が実行されると、後述するように第2安全コントローラによる電源遮断により乗りかご1が非常停止して、第1安全コントローラ7は、図3に示す一連の安全制御を終了する。なお、乗りかご1が正常運転状態に復帰すると、第1安全コントローラ7は、再度、図3に示す一連の安全制御を実行する。
When step 306 is executed, the car 1 comes to an emergency stop due to the power cutoff by the second safety controller as described later, and the first safety controller 7 ends a series of safety controls shown in FIG. When the car 1 returns to the normal operation state, the first safety controller 7 again executes a series of safety controls shown in FIG.
なお、図3に示す安全制御は、第1安全コントローラが、コンピュータシステムを用いて実行する。したがって、このコンピュータシステムは、乗りかご1が、確実に、乗場に到達して停止されてドアを開くことができるように、十分に短い演算処理周期を有している。
The safety control shown in FIG. 3 is executed by the first safety controller using a computer system. Therefore, this computer system has a sufficiently short arithmetic processing cycle so that the car 1 can surely reach the landing, stop, and open the door.
図4は、第2安全コントローラ14が実行する安全制御の概略を示すフローチャートである。
FIG. 4 is a flowchart showing an outline of the safety control executed by the second safety controller 14.
まず、ステップ401において、第2安全コントローラ14は、第1安全コントローラ7と第2安全コントローラ14との通信が異常であるかを判定する。異常であると判定した場合(ステップ401のYES)、第2安全コントローラ14は、次にステップ402を実行する。また、異常ではないと、すなわち正常と判定した場合(ステップ401のNO)、第2安全コントローラ14は、次に、ステップ406(通常の安全制御)を実行する。
First, in step 401, the second safety controller 14 determines whether the communication between the first safety controller 7 and the second safety controller 14 is abnormal. If it is determined to be abnormal (YES in step 401), the second safety controller 14 then executes step 402. If it is not abnormal, that is, if it is determined to be normal (NO in step 401), the second safety controller 14 then executes step 406 (normal safety control).
ステップ402において、第2安全コントローラ14は、モータ4およびブレーキ6の電源を所定時間遮断したかを判定する。所定時間遮断したと判定すると(ステップ402のYES)、第2安全コントローラ14は、次に、ステップ403を実行する。また、所定時間遮断していないと判定すると(ステップ402のNO)、第2安全コントローラ14は、次に、ステップ405を実行する。ここで、所定時間は、電源を遮断してから乗りかご1が停止するまでに要する時間以上の時間が設定される。したがって、ステップ402おいて、第2安全コントローラ14は、乗りかご1が非常停止されたか否かを判定している。
In step 402, the second safety controller 14 determines whether the power supplies of the motor 4 and the brake 6 have been cut off for a predetermined time. If it is determined that the shutoff is performed for a predetermined time (YES in step 402), the second safety controller 14 then executes step 403. If it is determined that the device has not been shut off for a predetermined time (NO in step 402), the second safety controller 14 then executes step 405. Here, the predetermined time is set to be longer than the time required from when the power is turned off until the car 1 is stopped. Therefore, in step 402, the second safety controller 14 determines whether or not the car 1 has been emergency stopped.
ステップ403において、第2安全コントローラ14は、モータ4およびブレーキ6の電源遮断を解除する。これにより、乗りかご1は走行可能状態になる。第2安全コントローラ14は、ステップ403を実行後、次に、ステップ404を実行する。
In step 403, the second safety controller 14 releases the power cutoff of the motor 4 and the brake 6. As a result, the car 1 is in a runnable state. The second safety controller 14 executes step 403 and then steps 404.
ステップ404において、第2安全コントローラ14は、乗りかご1を下降方向へ移動させるために、制御コントローラ13に対して、下方向走行指令を出力する。なお、非常止め装置16は、下降する乗りかご1を制動する機構を備えている。このため、ステップ404では、前述のように(図3)、第1安全コントローラ7によって非常止め装置16を作動させて乗りかご1を停止させるために、制御コントローラ13に対して、下方向走行指令が出力される。
In step 404, the second safety controller 14 outputs a downward travel command to the control controller 13 in order to move the car 1 in the downward direction. The emergency stop device 16 is provided with a mechanism for braking the descending car 1. Therefore, in step 404, as described above (FIG. 3), in order to operate the emergency stop device 16 by the first safety controller 7 to stop the car 1, a downward travel command is given to the control controller 13. Is output.
第2安全コントローラ14は、ステップ404を実行したら、図4に示す一連の安全制御を終了する。以降、上述の第1安全コントローラ7の安全制御(図3)により、乗りかご1が乗場に到達したら、非常止め装置16により乗りかご1が停止される。
After executing step 404, the second safety controller 14 ends a series of safety controls shown in FIG. After that, according to the safety control (FIG. 3) of the first safety controller 7 described above, when the car 1 reaches the landing, the emergency stop device 16 stops the car 1.
なお、通信異常が解消されるとともに非常止め装置16の制動状態が解除され、かつ乗りかご1が正常運転状態に復帰すると、第2安全コントローラ14は、再度、図4に示す一連の安全制御を実行する。
When the communication abnormality is resolved, the braking state of the emergency stop device 16 is released, and the car 1 returns to the normal operation state, the second safety controller 14 again performs a series of safety controls shown in FIG. Run.
通信異常であると判定し(ステップ401のYES)、さらに、モータ4およびブレーキ6の電源を所定時間遮断していないと判定すると(ステップ402のNO)、ステップ405において、第2安全コントローラ14は、モータ4およびブレーキ6の電源を遮断する。ステップ405を実行したら、第2安全コントローラ14は、ステップ401に戻って、実質、ステップ402の判定を再度実行する。これにより、乗りかご1を確実に非常停止させた後で、電源遮断を解除して(ステップ403)、制御コントローラ13に指令して乗りかご1を下降運転させること(ステップ404)ができる。
If it is determined that the communication is abnormal (YES in step 401) and further, it is determined that the power supplies of the motor 4 and the brake 6 have not been shut off for a predetermined time (NO in step 402), in step 405, the second safety controller 14 , Shut off the power of the motor 4 and the brake 6. After executing step 405, the second safety controller 14 returns to step 401 and substantially re-executes the determination of step 402. As a result, after the car 1 is surely stopped in an emergency, the power cutoff can be released (step 403), and the control controller 13 can be instructed to lower the car 1 (step 404).
なお、前述の所定時間は、乗りかご1が非常停止してから下降運転を開始する間において乗りかご1内において実施される、非常停止や最寄り階運転などに関する案内放送に要する時間を含んでもよい。
The above-mentioned predetermined time may include the time required for guidance broadcasting regarding emergency stop, operation on the nearest floor, etc., which is carried out in the car 1 during the period from the emergency stop of the car 1 to the start of the descent operation. ..
通信が正常である場合(ステップ401のNO)、ステップ406において、第2安全コントローラ14は、第1安全コントローラ7から異常検出信号を受信しているかを判定する。受信していると判定した場合(ステップ406のYES)、第2安全コントローラ14は、次にステップ408を実行する。また、受信していないと判定した場合(ステップ406のNO)、第2安全コントローラ14は、次にステップ407を実行する。
When the communication is normal (NO in step 401), in step 406, the second safety controller 14 determines whether or not the abnormality detection signal is received from the first safety controller 7. If it is determined that the signal has been received (YES in step 406), the second safety controller 14 then executes step 408. If it is determined that the signal has not been received (NO in step 406), the second safety controller 14 then executes step 407.
ステップ407において、第2安全コントローラ14は、モータ4およびブレーキ6の電源遮断を解除する。
In step 407, the second safety controller 14 releases the power cutoff of the motor 4 and the brake 6.
ステップ408において、第2安全コントローラ14は、モータ4およびブレーキ6の電源を遮断する。
In step 408, the second safety controller 14 shuts off the power of the motor 4 and the brake 6.
なお、ステップ408以降の安全制御は、制御コントローラ13による乗りかご1の最寄り階への運転に移行する。したがって、第2安全コントローラ14は、非常停止後に、乗りかご1を最寄り階(乗りかご1の停止位置から上方向もしくは下方向の最寄り階)まで移動するために、制御コントローラ13に対して、走行指令を出力してもよい。この場合、第2安全コントローラ14は、ステップ402~405と同様の安全制御を実行してもよい。
Note that the safety control after step 408 shifts to the operation to the nearest floor of the car 1 by the control controller 13. Therefore, the second safety controller 14 travels with respect to the control controller 13 in order to move the car 1 to the nearest floor (the nearest floor upward or downward from the stop position of the car 1) after the emergency stop. The command may be output. In this case, the second safety controller 14 may execute the same safety control as in steps 402 to 405.
ステップ408が実行されると、第2安全コントローラ14は、図4に示す一連の安全制御を終了する。なお、乗りかご1が正常運転状態に復帰すると、第2安全コントローラ14は、再度、図4に示す一連の安全制御を実行する。
When step 408 is executed, the second safety controller 14 ends a series of safety controls shown in FIG. When the car 1 returns to the normal operation state, the second safety controller 14 again executes a series of safety controls shown in FIG.
図5は、通信異常時において制御コントローラ13が実行する安全制御の概略を示すフローチャートである。
FIG. 5 is a flowchart showing an outline of safety control executed by the control controller 13 when a communication abnormality occurs.
ステップ501において、制御コントローラ13は、第2安全コントローラ14から下方向走行指令(図4のステップ404参照)を受信しているかを判定する。受信していると判定した場合(ステップ501のYES)、制御コントローラ13は、次にステップ502を実行する。また、受信していないと判定した場合(ステップ501のNO)、制御コントローラ13は、図5に示す一連の安全制御を終了する。
In step 501, the control controller 13 determines whether or not a downward travel command (see step 404 in FIG. 4) has been received from the second safety controller 14. If it is determined that the signal is being received (YES in step 501), the controller 13 then executes step 502. If it is determined that the signal has not been received (NO in step 501), the control controller 13 ends a series of safety controls shown in FIG.
ステップ502において、制御コントローラ13は、乗りかご1を下降運転するためのモータ動作指令を所定時間出力したかを判定する。ここで、「所定時間」とは、乗りかご1が、昇降路101内の任意の停止位置から、下方向の階床(例えば、最寄り階)の乗場の位置まで移動するのに要する時間以上の時間が予め制御コントローラ13に設定される。所定時間出力したと判定した場合(ステップ502のYES)、制御コントローラ13は、次にステップ503を実行する。また、所定時間出力していないと判定した場合(ステップ502のNO)、制御コントローラ13は、次にステップ504を実行する。
In step 502, the control controller 13 determines whether or not the motor operation command for lowering the car 1 has been output for a predetermined time. Here, the "predetermined time" is equal to or longer than the time required for the car 1 to move from an arbitrary stop position in the hoistway 101 to a landing position on a downward floor (for example, the nearest floor). The time is set in the control controller 13 in advance. When it is determined that the output is performed for a predetermined time (YES in step 502), the controller 13 then executes step 503. If it is determined that the output has not been performed for a predetermined time (NO in step 502), the controller 13 then executes step 504.
ステップ503において、制御コントローラ13は、モータ動作指令の出力を停止する。これにより、モータ4の回転が停止する。また、このとき、制御コントローラ13は、ブレーキ6を制動状態にする。
In step 503, the control controller 13 stops the output of the motor operation command. As a result, the rotation of the motor 4 is stopped. At this time, the control controller 13 puts the brake 6 in the braking state.
ステップ503が実行されると、制御コントローラ13は、図5に示す、通信異常時における一連の安全制御を終了する。なお、エレベーターが正常状態に復旧すると、制御コントローラ13は、通常の運転制御を実行する。
When step 503 is executed, the control controller 13 ends a series of safety controls at the time of communication abnormality shown in FIG. When the elevator is restored to the normal state, the controller 13 executes normal operation control.
下方向走行指令を受信していると判定し(ステップ501のYES)、さらに、モータ動作指令を所定時間出力していないと判定すると(ステップ502のNO)、ステップ504において、制御コントローラ13は、モータ動作指令を出力する。これによって、乗りかご1を下方向に走行させる方向にモータ4が回転する。このとき、制御コントローラ13は、乗りかご1を、通常運転時の定格速度よりも低速で下降運転する。
If it is determined that the downward travel command has been received (YES in step 501) and further, it is determined that the motor operation command has not been output for a predetermined time (NO in step 502), in step 504, the controller 13 determines that the motor operation command has not been output. Outputs a motor operation command. As a result, the motor 4 rotates in the direction in which the car 1 travels downward. At this time, the control controller 13 lowers the car 1 at a speed lower than the rated speed during normal operation.
ステップ504を実行したら、制御コントローラ13は、ステップ501に戻って、実質、ステップ502の判定を再度実行する。これにより、通信異常時に、第1安全コントローラ7が、非常止め装置16を作動させて、確実に、乗場の位置で乗りかご1を停止させることができる(図3のステップ303,304参照)。
After executing step 504, the control controller 13 returns to step 501 and substantially executes the determination of step 502 again. As a result, when a communication abnormality occurs, the first safety controller 7 can operate the emergency stop device 16 to reliably stop the car 1 at the landing position (see steps 303 and 304 in FIG. 3).
上述の実施例によれば、第1安全コントローラ7と第2安全コントローラ14との間において通信異常が発生した場合に、第1安全コントローラ7が、非常止め装置16を作動させて乗りかご1を停止する。これにより、第2安全コントローラ14による電源遮断が実行されなくても、乗りかご1を停止させることができる。また、非常止め装置16が作動するので、モータ4が回転していても、乗りかご1を確実に停止させることができる(この場合、巻上機のシーブは空転する)。このように、本実施例によれば、通信異常が発生した場合に、安全制御の信頼性が保持される。
According to the above embodiment, when a communication abnormality occurs between the first safety controller 7 and the second safety controller 14, the first safety controller 7 operates the emergency stop device 16 to move the car 1. Stop. As a result, the car 1 can be stopped even if the power cutoff by the second safety controller 14 is not executed. Further, since the emergency stop device 16 operates, the car 1 can be reliably stopped even if the motor 4 is rotating (in this case, the sheave of the hoisting machine idles). As described above, according to the present embodiment, the reliability of the safety control is maintained when a communication abnormality occurs.
また、通信異常が発生した場合に、第2安全コントローラ14が、制御コントローラ13に指令して、乗りかご1を下降運転させ、第1安全コントローラは、乗りかご1が乗場の位置に到達したら、非常止め装置16を作動させて乗りかご1を停止する。これにより、かごドアおよび乗場ドアを開くことができるので、乗客の閉じ込めが発生しない。したがって、通信異常が発生しても、安全制御の信頼性が保持されるとともに、エレベーターの安全性が確保される。
Further, when a communication abnormality occurs, the second safety controller 14 commands the control controller 13 to lower the car 1, and the first safety controller determines that the car 1 reaches the landing position. The emergency stop device 16 is operated to stop the car 1. As a result, the car door and the landing door can be opened, so that passengers are not trapped. Therefore, even if a communication abnormality occurs, the reliability of the safety control is maintained and the safety of the elevator is ensured.
また、第1安全コントローラ7および第2安全コントローラ14は、共に通信異常の有無を定期的に判定し、通信異常が有る場合、各コントローラは独立に安全制御を実行する。このとき、第2安全コントローラ14は、電源遮断による乗りかご1の非常停止と、非常停止後の乗りかご1の下降運転制御を担い、第1安全コントローラ7は、乗りかご1の位置判定と、非常止め装置による乗場位置(ドア開可能位置)での乗りかご1の停止を担う。したがって、安全制御システムとして、通信異常が発生しても、乗りかご1を一旦非常停止させ、そのあと乗場(例えば、最寄り階の乗場)の位置まで乗りかご1を自動運転するという、安全制御が保持される。
Further, both the first safety controller 7 and the second safety controller 14 periodically determine the presence or absence of a communication abnormality, and if there is a communication abnormality, each controller independently executes the safety control. At this time, the second safety controller 14 is responsible for the emergency stop of the car 1 due to the power cutoff and the descent operation control of the car 1 after the emergency stop, and the first safety controller 7 is responsible for determining the position of the car 1 and determining the position of the car 1. It is responsible for stopping the car 1 at the landing position (door openable position) by the emergency stop device. Therefore, as a safety control system, even if a communication abnormality occurs, the car 1 is temporarily stopped in an emergency, and then the car 1 is automatically operated to the position of the landing (for example, the landing on the nearest floor). Be retained.
なお、本発明は前述した実施例に限定されるものではなく、様々な変形例が含まれる。例えば、前述した実施例は本発明を分かりやすく説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。また、実施例の構成の一部について、他の構成の追加・削除・置き換えをすることが可能である。
The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. Further, it is possible to add / delete / replace a part of the configuration of the embodiment with another configuration.
例えば、乗場検出センサ8による位置検出に替えて、速度センサ10によって検出される速度を積分することで乗りかご1の位置を算出してもよい。この場合、第1安全コントローラ7は、算出した位置と、予め第1安全コントローラ7に設定されている乗場の位置とを比較する。
For example, instead of the position detection by the landing detection sensor 8, the position of the car 1 may be calculated by integrating the speed detected by the speed sensor 10. In this case, the first safety controller 7 compares the calculated position with the position of the landing set in advance in the first safety controller 7.
また、乗場検出センサ8および速度センサ10として、画像センサを適用してもよい。この場合、第1安全コントローラ7は、画像センサによって取得されるガイドレール5の表面状態の画像情報に基づいて、乗りかご1の位置および速度を検出する。例えば、第1安全コントローラ7は、予め計測され記憶装置に記憶されるガイドレール5の表面状態の画像情報と、画像センサによって所得される画像情報を照合することにより、乗りかご1の位置を検出する。さらに、第1安全コントローラ7は、検出された乗りかご1の位置の時間変化から、乗りかご1の速度を算出する。
Further, an image sensor may be applied as the landing detection sensor 8 and the speed sensor 10. In this case, the first safety controller 7 detects the position and speed of the car 1 based on the image information of the surface state of the guide rail 5 acquired by the image sensor. For example, the first safety controller 7 detects the position of the car 1 by collating the image information of the surface state of the guide rail 5 measured in advance and stored in the storage device with the image information earned by the image sensor. do. Further, the first safety controller 7 calculates the speed of the car 1 from the detected time change of the position of the car 1.
また、電動トリガ17としては、ソレノイドへの通電・非通電により操作機構18を駆動する電動操作器や、リニアアクチュエータにより操作機構18を駆動する電動操作器などが適用される。
Further, as the electric trigger 17, an electric actuator that drives the operation mechanism 18 by energizing or de-energizing the solenoid, an electric actuator that drives the operation mechanism 18 by a linear actuator, or the like is applied.
また、非常止め装置16は、乗りかご1の上昇速度が所定の過速度異常となった場合に、乗りかご1を制動して停止させる機能を備えていてもよい。この場合、第2コントローラ14は、乗りかご1を上方向の乗場に向かって上昇運転してもよい。
Further, the emergency stop device 16 may have a function of braking and stopping the car 1 when the ascending speed of the car 1 becomes a predetermined overspeed abnormality. In this case, the second controller 14 may drive the car 1 ascending toward the landing in the upward direction.
また、エレベーターは、巻上機や制御盤が昇降路内に設置される、いわゆる機械室レスエレベーターでもよい。
Further, the elevator may be a so-called machine room-less elevator in which a hoisting machine and a control panel are installed in the hoistway.
1…乗りかご、2…カウンタウェイト、3…主ロープ、4…モータ、5…ガイドレール、6…ブレーキ、7…第1安全コントローラ、8…乗場検出センサ、9…被検出体、10…速度センサ、11…乗りかご周り安全装置、12…制御盤、13…制御コントローラ、14…第2安全コントローラ、15…テールコード、16…非常止め装置、17…電動トリガ、18…操作機構、20…電源、30…コンタクタ、101…昇降路、102…機械室
1 ... Car, 2 ... Counter weight, 3 ... Main rope, 4 ... Motor, 5 ... Guide rail, 6 ... Brake, 7 ... First safety controller, 8 ... Landing detection sensor, 9 ... Detected object, 10 ... Speed Sensor, 11 ... Safety device around the car, 12 ... Control panel, 13 ... Control controller, 14 ... Second safety controller, 15 ... Tail cord, 16 ... Emergency stop device, 17 ... Electric trigger, 18 ... Operation mechanism, 20 ... Power supply, 30 ... contactor, 101 ... hoistway, 102 ... machine room
Claims (10)
- 乗りかごの異常を検出し、前記異常を検出すると、異常検出信号を送信する第1コントローラと、
前記異常検出信号を受信すると、巻上機およびブレーキの電源を遮断して前記乗りかごを停止させる第2コントローラと、
を備えるエレベーターの安全制御システムにおいて、
前記第1コントローラは、前記第2コントローラとの間における通信異常が有る場合、前記乗りかごが備える非常止め装置を作動させて、前記乗りかごを停止させることを特徴とするエレベーターの安全制御システム。 A first controller that detects an abnormality in the car and transmits an abnormality detection signal when the abnormality is detected,
Upon receiving the abnormality detection signal, the second controller that shuts off the power of the hoisting machine and the brake to stop the car.
In the elevator safety control system equipped with
The first controller is an elevator safety control system characterized in that when there is a communication abnormality with the second controller, the emergency stop device provided in the car is operated to stop the car. - 請求項1に記載されるエレベーターの安全制御システムにおいて、
前記第2コントローラは、前記通信異常が有る場合、前記乗りかごを運転し、
前記第1コントローラは、前記乗りかごが乗場の位置に到達したら、前記非常止め装置を作動させることを特徴とするエレベーターの安全制御システム。 In the elevator safety control system according to claim 1.
The second controller drives the car when there is a communication abnormality.
The first controller is an elevator safety control system, which activates the emergency stop device when the car reaches the landing position. - 請求項2に記載されるエレベーターの安全制御システムにおいて、
前記第2コントローラは、前記通信異常が有る場合、前記電源を遮断して、前記乗りかごを停止させた後、前記乗りかごを運転することを特徴とするエレベーターの安全制御システム。 In the elevator safety control system according to claim 2.
The second controller is an elevator safety control system, characterized in that, when there is a communication abnormality, the power supply is cut off, the car is stopped, and then the car is operated. - 請求項1に記載されるエレベーターの安全制御システムにおいて、
前記第1コントローラは、前記通信異常が有る場合、前記乗りかごの前記異常を検出すると、前記非常止め装置を作動させることを特徴とするエレベーターの安全制御システム。 In the elevator safety control system according to claim 1.
The first controller is an elevator safety control system, characterized in that, when there is a communication abnormality, the first controller activates the emergency stop device when the abnormality of the car is detected. - 請求項4に記載されるエレベーターの安全制御システムにおいて、
前記第2コントローラは、前記通信異常が有る場合、前記乗りかごを運転し、
前記第1コントローラは、前記乗りかごの前記異常を検出しないと、前記乗りかごが乗場の位置に到達したら、前記非常止め装置を作動させることを特徴とするエレベーターの安全制御システム。 In the elevator safety control system according to claim 4.
The second controller drives the car when there is a communication abnormality.
The first controller is an elevator safety control system, which activates the emergency stop device when the car reaches the position of the landing unless the abnormality of the car is detected. - 請求項1に記載されるエレベーターの安全制御システムにおいて、
前記第1コントローラは、前記乗りかごに設けられていることを特徴とする安全制御システム。 In the elevator safety control system according to claim 1.
The first controller is a safety control system characterized in that it is provided in the car. - 請求項6に記載されるエレベーターの安全制御システムにおいて、
前記第2コントローラは、制御盤に設けられていることを特徴とする安全制御システム。 In the elevator safety control system according to claim 6.
The second controller is a safety control system characterized in that it is provided on a control panel. - 請求項1に記載されるエレベーターの安全制御システムにおいて、
前記第1コントローラは、前記乗りかごに設けられる速度センサ、乗場検出センサおよび乗りかご周り安全装置の内のいずれかによる信号に基づいて、前記乗りかごの前記異常を検出することを特徴とするエレベーターの安全制御システム。 In the elevator safety control system according to claim 1.
The first controller is an elevator characterized in that the abnormality of the car is detected based on a signal from any of a speed sensor, a landing detection sensor, and a safety device around the car provided in the car. Safety control system. - 請求項1に記載されるエレベーターの安全制御システムにおいて、
前記第1コントローラは、前記非常止め装置を操作する電動操作器を作動させることにより、前記非常止め装置を作動させることを特徴とするエレベーターの安全制御システム。 In the elevator safety control system according to claim 1.
The first controller is an elevator safety control system, characterized in that the emergency stop device is operated by operating an electric actuator that operates the emergency stop device. - 乗りかごおよびカウンタウェイトと、
昇降路内において前記乗りかごおよび前記カウンタウェイトを吊る主ロープと、
モータによって前記主ロープを駆動する巻上機と、
前記モータを制動するブレーキと、
前記モータおよび前記ブレーキを制御して前記乗りかごの運転を制御する制御コントローラと、
異常発生時に、前記制御コントローラとは独立に、前記乗りかごの運転を制御する安全制御装置と、
を備えるエレベーターにおいて、
前記安全制御装置が、請求項1に記載のエレベーターの安全制御システムであることを特徴とするエレベーター。 With car and counterweight,
In the hoistway, the main rope that hangs the car and the counterweight,
A hoist that drives the main rope with a motor,
The brake that brakes the motor and
A control controller that controls the motor and the brake to control the operation of the car.
A safety control device that controls the operation of the car independently of the control controller when an abnormality occurs.
In an elevator equipped with
An elevator characterized in that the safety control device is the safety control system for the elevator according to claim 1.
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Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2006090470A1 (en) * | 2005-02-25 | 2006-08-31 | Mitsubishi Denki Kabushiki Kaisha | Elevator apparatus |
WO2006106575A1 (en) * | 2005-03-31 | 2006-10-12 | Mitsubishi Denki Kabushiki Kaisha | Elevator apparatus |
JP2013180857A (en) * | 2012-03-01 | 2013-09-12 | Mitsubishi Electric Corp | Elevator system |
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Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2006090470A1 (en) * | 2005-02-25 | 2006-08-31 | Mitsubishi Denki Kabushiki Kaisha | Elevator apparatus |
WO2006106575A1 (en) * | 2005-03-31 | 2006-10-12 | Mitsubishi Denki Kabushiki Kaisha | Elevator apparatus |
JP2013180857A (en) * | 2012-03-01 | 2013-09-12 | Mitsubishi Electric Corp | Elevator system |
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