WO2022244239A1 - Passenger conveyor control device - Google Patents

Passenger conveyor control device Download PDF

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Publication number
WO2022244239A1
WO2022244239A1 PCT/JP2021/019373 JP2021019373W WO2022244239A1 WO 2022244239 A1 WO2022244239 A1 WO 2022244239A1 JP 2021019373 W JP2021019373 W JP 2021019373W WO 2022244239 A1 WO2022244239 A1 WO 2022244239A1
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WO
WIPO (PCT)
Prior art keywords
contact
circuit
auxiliary brake
passenger conveyor
drive circuit
Prior art date
Application number
PCT/JP2021/019373
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French (fr)
Japanese (ja)
Inventor
純平 端
Original Assignee
三菱電機株式会社
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Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2023522164A priority Critical patent/JP7408014B2/en
Priority to PCT/JP2021/019373 priority patent/WO2022244239A1/en
Priority to CN202180098055.9A priority patent/CN117279856A/en
Publication of WO2022244239A1 publication Critical patent/WO2022244239A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B50/00—Energy efficient technologies in elevators, escalators and moving walkways, e.g. energy saving or recuperation technologies

Definitions

  • the present disclosure relates to a passenger conveyor control device.
  • the conventional auxiliary brake control device as described above requires an auxiliary power supply to maintain the auxiliary brake in a non-operating state when the power supply to the passenger conveyor is stopped, which is costly. be.
  • the present disclosure has been made to solve the above problems, and it is possible to reduce the cost required to keep the auxiliary brake in the non-operating state when the power supply to the passenger conveyor is stopped. It is an object of the present invention to obtain a control device for a passenger conveyor that can
  • a control device for a passenger conveyor includes an inverter circuit that drives a motor that circulates through a plurality of steps, an auxiliary brake drive circuit that deactivates an auxiliary brake, and an auxiliary brake drive circuit between the inverter circuit and the auxiliary brake drive circuit.
  • a delay circuit is provided, the inverter circuit has a smoothing capacitor, the delay circuit has a first contact, and in the event of a power failure, the smoothing capacitor passes through the first contact to the auxiliary brake drive circuit. supply power.
  • the passenger conveyor control device it is possible to reduce the cost required to maintain the auxiliary brake in the non-operating state when the power supply to the passenger conveyor is stopped.
  • FIG. 1 is a schematic configuration diagram showing a partial block diagram of a main part of a passenger conveyor according to Embodiment 1;
  • FIG. 2 is a circuit diagram showing the control device of FIG. 1;
  • FIG. 2 is a table summarizing the operations of the control device of FIG. 1;
  • 2 is a diagram for explaining the operation of the control device in FIG. 1;
  • FIG. It is a figure for demonstrating operation
  • FIG. 1 is a schematic configuration diagram showing a partial block diagram of a main part of a passenger conveyor according to Embodiment 1. As shown in FIG. 1
  • the passenger conveyor includes a truss (not shown), a plurality of steps 10, a main shaft 20, a motor 30, an auxiliary brake 40, and a control device 50.
  • the passenger conveyor in Figure 1 is an escalator.
  • the truss is installed between the upper and lower floors of the building.
  • a plurality of steps 10 are supported by trusses. Also, the plurality of steps 10 are connected endlessly. In FIG. 1 only some of the steps 10 are shown.
  • the main shaft 20 is provided under the floor of the upper floor.
  • a motor 30 rotates the main shaft 20 .
  • the plurality of steps 10 circulate by rotating the main shaft 20 . That is, the motor 30 cyclically moves the steps 10 .
  • the auxiliary brake 40 has a ratchet wheel 41, a ratchet pole 42, and a solenoid 43.
  • the ratchet wheel 41 is fixed to the main shaft 20.
  • a plurality of fitting portions 41 a are provided on the outer peripheral portion of the ratchet wheel 41 .
  • the ratchet pawl 42 can be displaced between an open position 42a indicated by broken lines and a restrained position 42b indicated by solid lines.
  • the ratchet pole 42 When power is supplied to the solenoid 43, the ratchet pole 42 is held at the open position 42a by the solenoid 43. When the power supply to the solenoid 43 is stopped, the ratchet pole 42 is displaced to the restraining position 42b by its own weight.
  • FIG. 2 is a circuit diagram showing the control device 50 of FIG.
  • the control device 50 has an inverter circuit 60 , an auxiliary brake drive circuit 70 and a delay circuit 80 .
  • the inverter circuit 60 is a three-phase AC inverter circuit.
  • the inverter circuit 60 has a first rectifier circuit 61 , a switching circuit 62 and a smoothing capacitor 63 .
  • the first rectifier circuit 61 is connected to an AC power supply 90 .
  • AC power supply 90 is a three-phase AC power supply.
  • a three-phase alternating current is input to the first rectifier circuit 61 from an alternating current power supply 90 .
  • the first rectifier circuit 61 is a three-phase bridge circuit using a plurality of diodes.
  • the first rectifier circuit 61 converts three-phase AC power into DC power.
  • the switching circuit 62 is connected to the motor 30.
  • Motor 30 is a three-phase AC motor.
  • the switching circuit 62 is a power conversion circuit using a plurality of switching elements and a plurality of freewheel diodes.
  • the switching circuit 62 converts the DC power into three-phase AC power and outputs the three-phase AC power to the motor 30 .
  • the smoothing capacitor 63 is connected between the positive electrode LP of the DC bus and the negative electrode LN of the DC bus.
  • the smoothing capacitor 63 suppresses ripples in the DC bus voltage.
  • the auxiliary brake drive circuit 70 drives the auxiliary brake 40. That is, the auxiliary brake drive circuit 70 displaces the ratchet pawl 42 from the restrained position 42b to the open position 42a by energizing the solenoid 43 when the ratchet pawl 42 is not engaged with the fitting portion 41a. That is, the auxiliary brake drive circuit 70 puts the auxiliary brake 40 in the inoperative state.
  • the auxiliary brake drive circuit 70 has a second rectifier circuit 71, a solenoid control contact 72, a diode 73, and a resistor 74.
  • the second rectifier circuit 71 is connected to the AC power supply 90 .
  • a three-phase alternating current is input to the second rectifier circuit 71 from an alternating current power supply 90 .
  • the second rectifier circuit 71 is a three-phase bridge circuit using a plurality of diodes.
  • the second rectifier circuit 71 converts three-phase AC power into DC power.
  • the solenoid control contact 72 is a normally open relay. Thus, when the coil of solenoid control contact 72 is not energized, solenoid control contact 72 is open. In this state, power is not supplied to the solenoid 43 .
  • the cathode of the diode 73 is connected to the positive electrode CP of the auxiliary brake drive circuit 70.
  • the anode of diode 73 is connected to one terminal of resistor 74 .
  • the other terminal of resistor 74 is connected to negative electrode CN of auxiliary brake drive circuit 70 .
  • the diode 73 and resistor 74 are connected in parallel with the solenoid 43 .
  • Diode 73 and resistor 74 function as a spark quenching circuit.
  • the spark quenching circuit suppresses arc discharge that occurs when the solenoid 43 is energized.
  • the delay circuit 80 is provided between the inverter circuit 60 and the auxiliary brake drive circuit 70.
  • the delay circuit 80 has a first contact 81 , a second contact 82 , a third contact 83 and a voltage dividing circuit 84 .
  • the first contact 81 is provided between the inverter circuit 60 and the auxiliary brake drive circuit 70.
  • the first contact 81 is a contact capable of maintaining continuity between the inverter circuit 60 and the auxiliary brake drive circuit 70 during a power failure. More specifically, the first contact 81 is a one-winding latch relay.
  • the first contact 81 maintains the conducting state when a set current, that is, a forward current pulse is input to the coil of the first contact 81 . Further, the first contact 81 maintains the open state when a reset current, that is, a reverse current pulse is input to the coil of the first contact 81 . That is, when the first contact 81 is in the conducting state, the conducting state of the first contact 81 is maintained until the reset current is input to the coil of the first contact 81 .
  • the second contact 82 is a normally closed relay. That is, when the coil of the second contact 82 is not energized, the second contact 82 is in a conductive state, and while the coil of the second contact 82 is energized, the second contact 82 is maintained in an open state. be.
  • the second contact 82 is provided between the positive electrode LP of the DC bus in the inverter circuit 60 and the voltage dividing circuit 84 .
  • the second contact 82 is opened during operation of the passenger conveyor, and conducts between the positive electrode LP of the DC bus and the voltage dividing circuit 84 when the operation of the passenger conveyor is stopped.
  • the third contact 83 is a normally closed relay. That is, when the coil of the third contact 83 is not energized, the third contact 83 is in a conductive state, and while the coil of the third contact 83 is energized, the third contact 83 is maintained in an open state. be.
  • the third contact 83 is provided between the negative electrode LN of the DC bus in the inverter circuit 60 and the negative electrode CN of the auxiliary brake drive circuit 70 .
  • the third contact 83 is opened during operation of the passenger conveyor, and conducts between the negative electrode LN of the DC bus and the negative electrode CN of the auxiliary brake drive circuit 70 when the passenger conveyor is stopped.
  • the voltage dividing circuit 84 divides the DC bus voltage of the inverter circuit 60 .
  • the voltage dividing circuit 84 has a first voltage dividing resistor 84a and a second voltage dividing resistor 84b.
  • the first voltage dividing resistor 84a and the second voltage dividing resistor 84b are connected in series with each other.
  • the terminal of the first voltage dividing resistor 84a which is opposite to the terminal connected to the second voltage dividing resistor 84b, is connected to the positive electrode LP of the DC bus via the second contact 82.
  • a terminal of the second voltage dividing resistor 84b which is opposite to the terminal connected to the first voltage dividing resistor 84a, is connected to the negative electrode LN of the DC bus.
  • a negative electrode LN of the DC bus is connected to a negative electrode CN of the auxiliary brake drive circuit 70 via a third contact 83 .
  • the connection point between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b has a voltage corresponding to the voltage dividing ratio between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b. output a divided voltage of the DC bus voltage. That is, the connection point between the first voltage dividing resistor 84 a and the second voltage dividing resistor 84 b is the output point of the voltage dividing circuit 84 .
  • An output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake drive circuit 70 via the first contact 81 .
  • FIG. 3 is a table summarizing the operations of the control device 50 of FIG.
  • a power supply cutoff state is a state in which the power supply to the control device 50 is cut off.
  • the first contact 81 is reset and set to an open state before power-off.
  • the second contact 82 and the third contact 83 are normally-closed relays, they are both set in a conducting state. Since the solenoid control contact 72 is a normally open relay, it is set in an open state.
  • a normal stop state is a state in which the operation of the passenger conveyor is normally stopped.
  • the normal stop state is a state in which power is supplied to the passenger conveyor, but rotation of the motor 30 is stopped by a stop command.
  • the first contact 81 is reset and set to the open state. Since both the second contact 82 and the third contact 83 are energized, they are set in an open state.
  • the solenoid control contact 72 is de-energized and set to an open state.
  • An abnormal stop state is a state in which an abnormality of the passenger conveyor is detected during operation and the passenger conveyor stops abnormally.
  • the control device 50 stops power supply to the auxiliary brake drive circuit 70 so that the auxiliary brake 40 is immediately activated. Therefore, a reset current is input to the first contact 81, and the first contact 81 is set in an open state.
  • the second contact 82 and the third contact 83 are each set to an open state.
  • Solenoid control contact 72 is set to an open state.
  • the second contact 82 and the third contact 83 are in the open state, so power is not supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 . Therefore, the solenoid 43 is not energized, and the position of the ratchet pawl 42 is the locked position 42b.
  • the operating state is the state in which the passenger conveyor is operating normally.
  • the control device 50 sets the first contact 81 to the conducting state, sets the second contact 82 and the third contact 83 to the open state, and sets the solenoid control contact 72 to the conducting state.
  • a power failure state during operation is a state in which a power failure occurs during operation.
  • neither the set current nor the reset current flows through the coil of the first contact 81, so the state of the first contact 81 is maintained in the conductive state.
  • the states of the second contact 82 and the third contact 83 are changed from the open state to the conducting state.
  • the state of the solenoid control contact 72 is changed from conducting to open.
  • a power failure state during operation power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 because the second contact 82 and the third contact 83 are in a conducting state.
  • the power supplied to the auxiliary brake drive circuit 70 is the power stored in the smoothing capacitor 63 .
  • the power supplied from the smoothing capacitor 63 keeps the ratchet pole 42 at the open position 42a.
  • the smoothing capacitor 63 gradually discharges and the power supplied from the smoothing capacitor 63 decreases, the solenoid 43 cannot hold the ratchet pole 42 at the open position 42a. The position of the ratchet pawl 42 is then displaced from the open position 42a to the restrained position 42b.
  • FIG. 4 is a diagram for explaining the operation of the control device 50 of FIG.
  • the horizontal axis of FIG. 4 is time, and the vertical axis is current.
  • Ia is a current flowing through a main brake drive circuit (not shown).
  • Ib is the current flowing through the auxiliary brake drive circuit 70;
  • the main brake drive circuit like the auxiliary brake drive circuit 70, has a solenoid and a spark quencher. If a power failure occurs during operation of the passenger conveyor, power supply from the AC power supply 90 is stopped. As a result, the current Ia flowing through the main brake drive circuit is consumed by the resistance component of the solenoid and the resistance of the spark quencher, and exponentially attenuates over time. Then, at the elapsed time Ta from the power failure, the main brake is operated.
  • the electric power stored in the smoothing capacitor 63 is supplied to the auxiliary brake drive circuit 70 even after the power failure. Therefore, the current Ib flowing through the auxiliary brake drive circuit 70 gradually decreases, and the auxiliary brake operates with a delay time of Tb-Ta after the main brake in the elapsed time Tb from the power failure.
  • the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 only during a power failure. That is, the delay circuit 80 delays the actuation of the auxiliary brake only during power failure.
  • the ratchet pawl 42 can be displaced from the open position 42a to the restrained position 42b. Therefore, it is possible to prevent the ratchet pawl 42 from fitting into the fitting portion 41a.
  • the ratchet pole 42 can be displaced from the restrained position 42b to the open position 42a.
  • FIG. 5 is a diagram for explaining the operation of the control device as a comparative example.
  • the horizontal axis of FIG. 5 is time, and the vertical axis is current.
  • Ia is a current flowing through a main brake drive circuit (not shown).
  • Ib is the current flowing through the auxiliary brake drive circuit.
  • the delay circuit 80 is not provided in the control device as a comparative example. Therefore, when a power failure occurs, power is not supplied to the auxiliary brake drive circuit as the comparative example thereafter.
  • the current Ib flowing through the auxiliary brake drive circuit exponentially attenuates like the current Ia flowing through the main brake drive circuit. Therefore, the main brake is operated at the elapsed time Ta from the power failure. Subsequently, the auxiliary brake is operated at the elapsed time Tb from the power failure.
  • the ratchet pawl 42 since the ratchet pawl 42 is fitted in the fitting portion 41a when the power failure is restored, the ratchet pawl 42 can be returned to the open position 42a. It is likely to disappear. That is, there is a possibility that the passenger conveyor cannot be restarted.
  • the auxiliary brake is activated immediately after the main brake is activated, so if a power failure occurs while the passenger conveyor is running in the downward direction, the deceleration will be greater.
  • the passenger conveyor control device 50 includes the inverter circuit 60, the auxiliary brake drive circuit 70, and the delay circuit 80.
  • the inverter circuit 60 drives the motor 30.
  • a motor 30 circulates the steps 10 of the passenger conveyor.
  • the auxiliary brake drive circuit 70 deactivates the auxiliary brake 40 .
  • Delay circuit 80 is provided between inverter circuit 60 and auxiliary brake drive circuit 70 .
  • the inverter circuit 60 has a smoothing capacitor 63 .
  • the delay circuit 80 has a first contact 81 .
  • the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81 during a power failure.
  • the auxiliary brake 40 can be maintained in an inoperative state for a certain period of time after a power failure. Therefore, it is possible to reduce the cost required to maintain the auxiliary brake 40 in the non-operating state when the power supply to the passenger conveyor is stopped.
  • the auxiliary brake 40 operates later than the main brake in the event of a power failure. , the ratchet pawl 42 becomes difficult to fit into the fitting portion 41a.
  • the passenger conveyor recovers from a power failure, it is possible to prevent the ratchet pole 42 from being hindered from being displaced from the restrained position 42b to the open position 42a. That is, when the power is restored, the passenger conveyor can be restarted more reliably.
  • the auxiliary brake will operate with a delay from the operation of the main brake, so it is possible to prevent the deceleration from increasing.
  • the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81 only during a power failure. This is because the state of the first contact 81 is maintained at the time of power failure, and the second contact 82 and the third contact 83 are set to the conductive state. According to this, the auxiliary brake 40 operates at the same time as the main brake except at the time of power failure, so that the passenger conveyor can be stopped more reliably.
  • the delay circuit 80 further has a voltage dividing circuit 84, a second contact 82, and a third contact 83.
  • the voltage dividing circuit 84 divides the DC bus voltage of the inverter circuit 60 .
  • An output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake drive circuit 70 via the first contact 81 .
  • the second contact 82 is opened during operation of the passenger conveyor, and conducts between the positive electrode LP of the DC bus in the inverter circuit 60 and the voltage dividing circuit 84 when the operation of the passenger conveyor is stopped.
  • the third contact 83 is opened during operation of the passenger conveyor, and conducts between the negative electrode LN of the DC bus and the negative electrode CN of the auxiliary brake drive circuit 70 when the passenger conveyor is stopped.
  • the delay circuit 80 can be operated as a discharge circuit for the inverter circuit 60 during normal power shutdown. Therefore, the cost for keeping the auxiliary brake 40 in the non-operating state when the power supply to the passenger conveyor is stopped can be further suppressed.
  • the passenger conveyor may be a moving walkway.
  • the ratchet wheel 41 , ratchet pole 42 and solenoid 43 are provided on one side of the main shaft 20 .
  • the pair of ratchet wheels 41 , the pair of ratchet poles 42 and the pair of solenoids 43 may be provided on both sides of the main shaft 20 .
  • the AC power supply may be a single-phase AC power supply.
  • the rectifier circuit may be a bridge rectifier circuit.
  • a two-winding latch relay may be used as the latch relay for the first contact 81 .
  • a current pulse for setting may be input to one coil, and a current pulse for resetting may be input to the other coil.

Abstract

This passenger conveyor auxiliary brake control device comprises an auxiliary brake drive circuit, an inverter circuit, and a delay circuit. The auxiliary brake drive circuit drives the auxiliary brake of a passenger conveyor. The inverter circuit has a smoothing capacitor and is for driving the motor of the passenger conveyor. The delay circuit is provided between the inverter circuit and the auxiliary brake drive circuit. The delay circuit has a first contact capable of maintaining continuity between the inverter circuit and the auxiliary brake drive circuit during a power failure. In the event of a power failure, power is supplied from the smoothing capacitor to the auxiliary brake drive circuit through the first contact.

Description

乗客コンベアの制御装置Passenger conveyor controller
　本開示は、乗客コンベアの制御装置に関する。 The present disclosure relates to a passenger conveyor control device.
　従来の乗客コンベアの補助ブレーキ制御装置では、停電時に乗客コンベアへの電力供給が停止した場合に、補助電源から補助ブレーキへの電力供給が行われることにより、補助ブレーキが非作動状態に維持される（例えば、特許文献１参照）。 In the conventional passenger conveyor auxiliary brake control device, when the power supply to the passenger conveyor is stopped due to a power failure, the auxiliary brake is maintained in an inoperative state by supplying power from the auxiliary power supply to the auxiliary brake. (See Patent Document 1, for example).
特開２００８－１３３４４号公報JP 2008-13344 A
　上記のような従来の補助ブレーキ制御装置では、乗客コンベアへの電力供給が停止した場合に、補助ブレーキを非作動状態に維持させるには、補助電源が必要であるため、コストがかかるという問題がある。 The conventional auxiliary brake control device as described above requires an auxiliary power supply to maintain the auxiliary brake in a non-operating state when the power supply to the passenger conveyor is stopped, which is costly. be.
　本開示は、上記のような課題を解決するために為されたものであり、乗客コンベアへの電力供給が停止した場合に補助ブレーキを非作動状態に維持させるためにかかるコストを抑制することができる乗客コンベアの制御装置を得ることを目的とする。 The present disclosure has been made to solve the above problems, and it is possible to reduce the cost required to keep the auxiliary brake in the non-operating state when the power supply to the passenger conveyor is stopped. It is an object of the present invention to obtain a control device for a passenger conveyor that can
　本開示に係る乗客コンベアの制御装置は、複数のステップを循環移動させるモータを駆動するインバーター回路、補助ブレーキを非作動状態にする補助ブレーキ駆動回路、及びインバーター回路と補助ブレーキ駆動回路との間に設けられている遅延回路を備え、インバーター回路は、平滑コンデンサを有しており、遅延回路は、第１接点を有しており、停電時に第１接点を介して平滑コンデンサから補助ブレーキ駆動回路に電力を供給する。 A control device for a passenger conveyor according to the present disclosure includes an inverter circuit that drives a motor that circulates through a plurality of steps, an auxiliary brake drive circuit that deactivates an auxiliary brake, and an auxiliary brake drive circuit between the inverter circuit and the auxiliary brake drive circuit. A delay circuit is provided, the inverter circuit has a smoothing capacitor, the delay circuit has a first contact, and in the event of a power failure, the smoothing capacitor passes through the first contact to the auxiliary brake drive circuit. supply power.
　本開示に係る乗客コンベアの制御装置によれば、乗客コンベアへの電力供給が停止した場合に補助ブレーキを非作動状態に維持させるのにかかるコストを抑制することができる。 According to the passenger conveyor control device according to the present disclosure, it is possible to reduce the cost required to maintain the auxiliary brake in the non-operating state when the power supply to the passenger conveyor is stopped.
実施の形態１に係る乗客コンベアの要部を一部ブロックで示す概略の構成図である。1 is a schematic configuration diagram showing a partial block diagram of a main part of a passenger conveyor according to Embodiment 1; FIG. 図１の制御装置を示す回路図である。2 is a circuit diagram showing the control device of FIG. 1; FIG. 図１の制御装置の動作を整理した表である。2 is a table summarizing the operations of the control device of FIG. 1; 図１の制御装置の動作を説明するための図である。2 is a diagram for explaining the operation of the control device in FIG. 1; FIG. 比較例としての制御装置の動作を説明するための図である。It is a figure for demonstrating operation|movement of the control apparatus as a comparative example.
　以下、実施の形態について、図面を参照して説明する。
　実施の形態１．
　図１は、実施の形態１に係る乗客コンベアの要部を一部ブロックで示す概略の構成図である。 Embodiments will be described below with reference to the drawings.
Embodiment 1.
FIG. 1 is a schematic configuration diagram showing a partial block diagram of a main part of a passenger conveyor according to Embodiment 1. As shown in FIG.
　乗客コンベアは、図示しないトラス、複数のステップ１０、主軸２０、モータ３０、補助ブレーキ４０、及び制御装置５０を備えている。図１の乗客コンベアは、エスカレーターである。 The passenger conveyor includes a truss (not shown), a plurality of steps 10, a main shaft 20, a motor 30, an auxiliary brake 40, and a control device 50. The passenger conveyor in Figure 1 is an escalator.
　トラスは、建屋の上階と下階との間に架設されている。複数のステップ１０は、トラスに支持されている。また、複数のステップ１０は、無端状に連結されている。図１では、複数のステップ１０のうちの一部のみが示されている。 The truss is installed between the upper and lower floors of the building. A plurality of steps 10 are supported by trusses. Also, the plurality of steps 10 are connected endlessly. In FIG. 1 only some of the steps 10 are shown.
　主軸２０は、上階の床下に設けられている。モータ３０は、主軸２０を回転させる。複数のステップ１０は、主軸２０が回転することにより、循環移動する。即ち、モータ３０は、複数のステップ１０を循環移動させる。 The main shaft 20 is provided under the floor of the upper floor. A motor 30 rotates the main shaft 20 . The plurality of steps 10 circulate by rotating the main shaft 20 . That is, the motor 30 cyclically moves the steps 10 .
　乗客コンベアの運転方向が上方向である場合、主軸２０は、図１の時計方向へ回転する。乗客コンベアの運転方向が下方向である場合、主軸２０は、図１の反時計方向へ回転する。 When the running direction of the passenger conveyor is upward, the main shaft 20 rotates clockwise in FIG. When the running direction of the passenger conveyor is downward, the main shaft 20 rotates counterclockwise in FIG.
　補助ブレーキ４０は、ラチェットホイール４１、ラチェットポール４２、及びソレノイド４３を有している。 The auxiliary brake 40 has a ratchet wheel 41, a ratchet pole 42, and a solenoid 43.
　ラチェットホイール４１は、主軸２０に固定されている。ラチェットホイール４１の外周部には、複数の嵌合部４１ａが設けられている。 The ratchet wheel 41 is fixed to the main shaft 20. A plurality of fitting portions 41 a are provided on the outer peripheral portion of the ratchet wheel 41 .
　ラチェットポール４２は、破線で示す開放位置４２ａと、実線で示す拘束位置４２ｂとの間で変位可能である。 The ratchet pawl 42 can be displaced between an open position 42a indicated by broken lines and a restrained position 42b indicated by solid lines.
　ラチェットポール４２が開放位置４２ａに位置しているとき、図１の時計方向及び反時計方向へのラチェットホイール４１の回転は、許容される。従って、ラチェットポール４２が開放位置４２ａに位置しているとき、補助ブレーキ４０の状態は、非作動状態である。 When the ratchet pawl 42 is located at the open position 42a, rotation of the ratchet wheel 41 in the clockwise and counterclockwise directions in FIG. 1 is permitted. Therefore, when the ratchet pawl 42 is located at the open position 42a, the state of the auxiliary brake 40 is the non-operating state.
　ラチェットポール４２が拘束位置４２ｂに位置しているとき、図１の反時計方向へのラチェットホイール４１の回転は、ラチェットポール４２が嵌合部４１ａに嵌合することにより、阻止される。従って、ラチェットポール４２が拘束位置４２ｂに位置しているとき、補助ブレーキ４０の状態は、作動状態である。 When the ratchet pawl 42 is located at the restraining position 42b, rotation of the ratchet wheel 41 counterclockwise in FIG. 1 is prevented by fitting the ratchet pawl 42 into the fitting portion 41a. Therefore, when the ratchet pawl 42 is located at the restraint position 42b, the state of the auxiliary brake 40 is the activated state.
　ソレノイド４３に電力が供給されているとき、ラチェットポール４２は、ソレノイド４３によって開放位置４２ａに保持されている。ソレノイド４３への電力供給が停止されると、ラチェットポール４２は、自重により拘束位置４２ｂに変位する。 When power is supplied to the solenoid 43, the ratchet pole 42 is held at the open position 42a by the solenoid 43. When the power supply to the solenoid 43 is stopped, the ratchet pole 42 is displaced to the restraining position 42b by its own weight.
　例えば、乗客コンベアが異常停止した場合、ソレノイド４３への電力供給が停止され、ラチェットポール４２が拘束位置４２ｂに変位する。 For example, when the passenger conveyor stops abnormally, power supply to the solenoid 43 is stopped and the ratchet pole 42 is displaced to the restraint position 42b.
　ラチェットポール４２が嵌合部４１ａに嵌合した状態では、ソレノイド４３への電力供給が再開されても、ラチェットポール４２は、ソレノイド４３により開放位置４２ａに戻されることはなく、拘束位置４２ｂに変位したままとなる。 When the ratchet pawl 42 is engaged with the fitting portion 41a, even if the power supply to the solenoid 43 is resumed, the ratchet pawl 42 will not be returned to the open position 42a by the solenoid 43, but will be displaced to the restrained position 42b. remains.
　図２は、図１の制御装置５０を示す回路図である。制御装置５０は、インバーター回路６０、補助ブレーキ駆動回路７０、及び遅延回路８０を有している。 FIG. 2 is a circuit diagram showing the control device 50 of FIG. The control device 50 has an inverter circuit 60 , an auxiliary brake drive circuit 70 and a delay circuit 80 .
　インバーター回路６０は、三相交流のインバーター回路である。インバーター回路６０は、第１整流回路６１、スイッチング回路６２、及び平滑コンデンサ６３を有している。 The inverter circuit 60 is a three-phase AC inverter circuit. The inverter circuit 60 has a first rectifier circuit 61 , a switching circuit 62 and a smoothing capacitor 63 .
　第１整流回路６１は、交流電源９０と接続されている。交流電源９０は、三相交流電源である。第１整流回路６１には、交流電源９０から三相交流が入力される。第１整流回路６１は、複数のダイオードを用いた三相ブリッジ回路である。第１整流回路６１は、三相交流電力を直流電力に変換する。 The first rectifier circuit 61 is connected to an AC power supply 90 . AC power supply 90 is a three-phase AC power supply. A three-phase alternating current is input to the first rectifier circuit 61 from an alternating current power supply 90 . The first rectifier circuit 61 is a three-phase bridge circuit using a plurality of diodes. The first rectifier circuit 61 converts three-phase AC power into DC power.
　スイッチング回路６２は、モータ３０と接続されている。モータ３０は、三相交流モータである。スイッチング回路６２は、複数のスイッチング素子と複数のフリーホイールダイオードとを用いた電力変換回路である。スイッチング回路６２は、直流電力を三相交流電力に変換し、モータ３０に三相交流電力を出力する。 The switching circuit 62 is connected to the motor 30. Motor 30 is a three-phase AC motor. The switching circuit 62 is a power conversion circuit using a plurality of switching elements and a plurality of freewheel diodes. The switching circuit 62 converts the DC power into three-phase AC power and outputs the three-phase AC power to the motor 30 .
　平滑コンデンサ６３は、直流母線の正極ＬＰと直流母線の負極ＬＮとの間に接続されている。平滑コンデンサ６３は、直流母線電圧のリプルを抑圧する。 The smoothing capacitor 63 is connected between the positive electrode LP of the DC bus and the negative electrode LN of the DC bus. The smoothing capacitor 63 suppresses ripples in the DC bus voltage.
　補助ブレーキ駆動回路７０は、補助ブレーキ４０を駆動する。即ち、補助ブレーキ駆動回路７０は、ラチェットポール４２が嵌合部４１ａに嵌合していない状態において、ソレノイド４３に通電することにより、ラチェットポール４２を拘束位置４２ｂから開放位置４２ａに変位させる。即ち、補助ブレーキ駆動回路７０は、補助ブレーキ４０を非作動状態にする。 The auxiliary brake drive circuit 70 drives the auxiliary brake 40. That is, the auxiliary brake drive circuit 70 displaces the ratchet pawl 42 from the restrained position 42b to the open position 42a by energizing the solenoid 43 when the ratchet pawl 42 is not engaged with the fitting portion 41a. That is, the auxiliary brake drive circuit 70 puts the auxiliary brake 40 in the inoperative state.
　補助ブレーキ駆動回路７０は、第２整流回路７１、ソレノイド制御接点７２、ダイオード７３、及び抵抗７４を有している。 The auxiliary brake drive circuit 70 has a second rectifier circuit 71, a solenoid control contact 72, a diode 73, and a resistor 74.
　第２整流回路７１は、交流電源９０と接続されている。第２整流回路７１には、交流電源９０から三相交流が入力される。第２整流回路７１は、複数のダイオードを用いた三相ブリッジ回路である。第２整流回路７１は、三相交流電力を直流電力に変換する。 The second rectifier circuit 71 is connected to the AC power supply 90 . A three-phase alternating current is input to the second rectifier circuit 71 from an alternating current power supply 90 . The second rectifier circuit 71 is a three-phase bridge circuit using a plurality of diodes. The second rectifier circuit 71 converts three-phase AC power into DC power.
　ソレノイド制御接点７２は、常開型のリレーである。このため、ソレノイド制御接点７２のコイルが励磁されていないときには、ソレノイド制御接点７２は、開いている。この状態では、ソレノイド４３に電力が供給されない。 The solenoid control contact 72 is a normally open relay. Thus, when the coil of solenoid control contact 72 is not energized, solenoid control contact 72 is open. In this state, power is not supplied to the solenoid 43 .
　一方、ソレノイド制御接点７２のコイルが励磁されているときには、ソレノイド制御接点７２は、閉じている。この状態では、ソレノイド４３に電力が供給される。 On the other hand, when the coil of the solenoid control contact 72 is energized, the solenoid control contact 72 is closed. In this state, power is supplied to the solenoid 43 .
　ダイオード７３のカソードは、補助ブレーキ駆動回路７０の正極ＣＰに接続されている。ダイオード７３のアノードは、抵抗７４の一方の端子に接続されている。抵抗７４の他方の端子は、補助ブレーキ駆動回路７０の負極ＣＮに接続されている。 The cathode of the diode 73 is connected to the positive electrode CP of the auxiliary brake drive circuit 70. The anode of diode 73 is connected to one terminal of resistor 74 . The other terminal of resistor 74 is connected to negative electrode CN of auxiliary brake drive circuit 70 .
　ダイオード７３及び抵抗７４は、ソレノイド４３と並列に接続されている。ダイオード７３及び抵抗７４は、火花消去回路として機能する。火花消去回路は、ソレノイド４３に通電させるときに発生するアーク放電を抑制する。 The diode 73 and resistor 74 are connected in parallel with the solenoid 43 . Diode 73 and resistor 74 function as a spark quenching circuit. The spark quenching circuit suppresses arc discharge that occurs when the solenoid 43 is energized.
　遅延回路８０は、インバーター回路６０と補助ブレーキ駆動回路７０との間に設けられている。遅延回路８０は、第１接点８１、第２接点８２、第３接点８３、及び分圧回路８４を有している。 The delay circuit 80 is provided between the inverter circuit 60 and the auxiliary brake drive circuit 70. The delay circuit 80 has a first contact 81 , a second contact 82 , a third contact 83 and a voltage dividing circuit 84 .
　第１接点８１は、インバーター回路６０と補助ブレーキ駆動回路７０との間に設けられている。第１接点８１は、停電時にインバーター回路６０と補助ブレーキ駆動回路７０との間の導通を保持可能な接点である。より具体的に述べると、第１接点８１は、１巻線型のラッチリレーである。 The first contact 81 is provided between the inverter circuit 60 and the auxiliary brake drive circuit 70. The first contact 81 is a contact capable of maintaining continuity between the inverter circuit 60 and the auxiliary brake drive circuit 70 during a power failure. More specifically, the first contact 81 is a one-winding latch relay.
　第１接点８１は、第１接点８１のコイルにセット電流、即ち、順方向の電流パルスが入力されると、導通状態を保持する。また、第１接点８１は、第１接点８１のコイルにリセット電流、即ち、逆方向の電流パルスが入力されると、開放状態を保持する。つまり、第１接点８１が導通状態にあるとき、第１接点８１のコイルにリセット電流が入力されるまで、第１接点８１の導通状態が保持される。 The first contact 81 maintains the conducting state when a set current, that is, a forward current pulse is input to the coil of the first contact 81 . Further, the first contact 81 maintains the open state when a reset current, that is, a reverse current pulse is input to the coil of the first contact 81 . That is, when the first contact 81 is in the conducting state, the conducting state of the first contact 81 is maintained until the reset current is input to the coil of the first contact 81 .
　第２接点８２は、常閉型のリレーである。つまり、第２接点８２のコイルに通電されていないとき、第２接点８２は、導通状態にあり、第２接点８２のコイルに通電されている間、第２接点８２は、開放状態に維持される。 The second contact 82 is a normally closed relay. That is, when the coil of the second contact 82 is not energized, the second contact 82 is in a conductive state, and while the coil of the second contact 82 is energized, the second contact 82 is maintained in an open state. be.
　第２接点８２は、インバーター回路６０における直流母線の正極ＬＰと分圧回路８４との間に設けられている。第２接点８２は、乗客コンベアの運転中には開放され、乗客コンベアの運転停止時には、直流母線の正極ＬＰと、分圧回路８４との間を導通させる。 The second contact 82 is provided between the positive electrode LP of the DC bus in the inverter circuit 60 and the voltage dividing circuit 84 . The second contact 82 is opened during operation of the passenger conveyor, and conducts between the positive electrode LP of the DC bus and the voltage dividing circuit 84 when the operation of the passenger conveyor is stopped.
　第３接点８３は、第２接点８２と同様に、常閉型のリレーである。つまり、第３接点８３のコイルに通電されていないとき、第３接点８３は、導通状態にあり、第３接点８３のコイルに通電されている間、第３接点８３は、開放状態に維持される。 The third contact 83, like the second contact 82, is a normally closed relay. That is, when the coil of the third contact 83 is not energized, the third contact 83 is in a conductive state, and while the coil of the third contact 83 is energized, the third contact 83 is maintained in an open state. be.
　第３接点８３は、インバーター回路６０における直流母線の負極ＬＮと補助ブレーキ駆動回路７０の負極ＣＮとの間に設けられている。第３接点８３は、乗客コンベアの運転中には開放され、乗客コンベアの運転停止時には、直流母線の負極ＬＮと、補助ブレーキ駆動回路７０の負極ＣＮとの間を導通させる。 The third contact 83 is provided between the negative electrode LN of the DC bus in the inverter circuit 60 and the negative electrode CN of the auxiliary brake drive circuit 70 . The third contact 83 is opened during operation of the passenger conveyor, and conducts between the negative electrode LN of the DC bus and the negative electrode CN of the auxiliary brake drive circuit 70 when the passenger conveyor is stopped.
　分圧回路８４は、インバーター回路６０の直流母線電圧を分圧する。分圧回路８４は、第１分圧抵抗８４ａと第２分圧抵抗８４ｂとを有している。第１分圧抵抗８４ａと第２分圧抵抗８４ｂとは、互いに直列に接続されている。 The voltage dividing circuit 84 divides the DC bus voltage of the inverter circuit 60 . The voltage dividing circuit 84 has a first voltage dividing resistor 84a and a second voltage dividing resistor 84b. The first voltage dividing resistor 84a and the second voltage dividing resistor 84b are connected in series with each other.
　第１分圧抵抗８４ａの端子であって、第２分圧抵抗８４ｂと接続されている端子とは反対側の端子は、第２接点８２を介して、直流母線の正極ＬＰに接続されている。第２分圧抵抗８４ｂの端子であって、第１分圧抵抗８４ａと接続されている端子とは反対側の端子は、直流母線の負極ＬＮに接続されている。直流母線の負極ＬＮは、第３接点８３を介して、補助ブレーキ駆動回路７０の負極ＣＮに接続されている。 The terminal of the first voltage dividing resistor 84a, which is opposite to the terminal connected to the second voltage dividing resistor 84b, is connected to the positive electrode LP of the DC bus via the second contact 82. . A terminal of the second voltage dividing resistor 84b, which is opposite to the terminal connected to the first voltage dividing resistor 84a, is connected to the negative electrode LN of the DC bus. A negative electrode LN of the DC bus is connected to a negative electrode CN of the auxiliary brake drive circuit 70 via a third contact 83 .
　第２接点８２が導通しているとき、第１分圧抵抗８４ａと第２分圧抵抗８４ｂとの接続点には、第１分圧抵抗８４ａと第２分圧抵抗８４ｂとによる分圧比に応じて、直流母線電圧の分圧が出力する。つまり、第１分圧抵抗８４ａと第２分圧抵抗８４ｂとの接続点は、分圧回路８４の出力点である。分圧回路８４の出力点は、第１接点８１を介して補助ブレーキ駆動回路７０の正極ＣＰに接続されている。 When the second contact 82 is conducting, the connection point between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b has a voltage corresponding to the voltage dividing ratio between the first voltage dividing resistor 84a and the second voltage dividing resistor 84b. output a divided voltage of the DC bus voltage. That is, the connection point between the first voltage dividing resistor 84 a and the second voltage dividing resistor 84 b is the output point of the voltage dividing circuit 84 . An output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake drive circuit 70 via the first contact 81 .
　図３は、図１の制御装置５０の動作を整理した表である。 FIG. 3 is a table summarizing the operations of the control device 50 of FIG.
　電源遮断状態とは、制御装置５０への電力供給が遮断された状態である。電源遮断状態では、電源遮断前に第１接点８１はリセットされ、開放状態に設定されている。第２接点８２及び第３接点８３は、常閉型のリレーであるため、いずれも導通状態に設定されている。ソレノイド制御接点７２は、常開型のリレーであるため、開放状態に設定されている。 A power supply cutoff state is a state in which the power supply to the control device 50 is cut off. In the power-off state, the first contact 81 is reset and set to an open state before power-off. Since the second contact 82 and the third contact 83 are normally-closed relays, they are both set in a conducting state. Since the solenoid control contact 72 is a normally open relay, it is set in an open state.
　従って、電源遮断状態では、インバーター回路６０から補助ブレーキ駆動回路７０へ電力は供給されない。ソレノイド４３には、ラチェットポール４２を駆動するための電流が流れないので、ラチェットポール４２の位置は、拘束位置４２ｂとなる。 Therefore, power is not supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 in the power-off state. Since no current for driving the ratchet pawl 42 flows through the solenoid 43, the position of the ratchet pawl 42 is the locked position 42b.
　正常停止状態とは、乗客コンベアの運転が正常に停止されている状態である。例えば、正常停止状態とは、乗客コンベアに電力が供給されているが、停止命令により、モータ３０の回転が停止している状態である。正常停止状態では、第１接点８１はリセットされ、開放状態に設定されている。第２接点８２及び第３接点８３は、いずれも通電された状態であるため、開放状態に設定されている。ソレノイド制御接点７２は、通電が停止され、開放状態に設定されている。 A normal stop state is a state in which the operation of the passenger conveyor is normally stopped. For example, the normal stop state is a state in which power is supplied to the passenger conveyor, but rotation of the motor 30 is stopped by a stop command. In the normal stop state, the first contact 81 is reset and set to the open state. Since both the second contact 82 and the third contact 83 are energized, they are set in an open state. The solenoid control contact 72 is de-energized and set to an open state.
　従って、この場合、インバーター回路６０から補助ブレーキ駆動回路７０へ電力は供給されない。補助ブレーキ駆動回路７０には、ラチェットポール４２を駆動するための電流が流れないので、ラチェットポール４２の位置は、拘束位置４２ｂとなる。 Therefore, in this case, no power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70. Since no current for driving the ratchet pawl 42 flows through the auxiliary brake drive circuit 70, the position of the ratchet pawl 42 is the locked position 42b.
　異常停止状態とは、運転中に乗客コンベアの異常が検知され、乗客コンベアが異常停止している状態である。異常停止状態では、制御装置５０は、補助ブレーキ４０が直ちに作動状態となるように、補助ブレーキ駆動回路７０への電力供給を停止する。そこで、第１接点８１には、リセット電流が入力され、第１接点８１は開放状態に設定される。第２接点８２及び第３接点８３は、それぞれ開放状態に設定される。ソレノイド制御接点７２は、開放状態に設定される。 An abnormal stop state is a state in which an abnormality of the passenger conveyor is detected during operation and the passenger conveyor stops abnormally. In the abnormal stop state, the control device 50 stops power supply to the auxiliary brake drive circuit 70 so that the auxiliary brake 40 is immediately activated. Therefore, a reset current is input to the first contact 81, and the first contact 81 is set in an open state. The second contact 82 and the third contact 83 are each set to an open state. Solenoid control contact 72 is set to an open state.
　従って、異常停止状態では、第２接点８２及び第３接点８３が開放状態にあるため、インバーター回路６０から補助ブレーキ駆動回路７０へ電力は供給されない。従って、ソレノイド４３は通電されず、ラチェットポール４２の位置は、拘束位置４２ｂとなる。 Therefore, in the abnormally stopped state, the second contact 82 and the third contact 83 are in the open state, so power is not supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 . Therefore, the solenoid 43 is not energized, and the position of the ratchet pawl 42 is the locked position 42b.
　運転状態とは、乗客コンベアが正常に運転されている状態である。運転状態では、制御装置５０は、第１接点８１を導通状態に設定し、第２接点８２及び第３接点８３を開放状態に設定し、ソレノイド制御接点７２を導通状態に設定する。 The operating state is the state in which the passenger conveyor is operating normally. In the operating state, the control device 50 sets the first contact 81 to the conducting state, sets the second contact 82 and the third contact 83 to the open state, and sets the solenoid control contact 72 to the conducting state.
　従って、運転状態では、第２接点８２及び第３接点８３が開放状態にあるため、インバーター回路６０から補助ブレーキ駆動回路７０へ電力は供給されない。一方、ソレノイド制御接点７２が導通状態に設定されているため、ソレノイド４３は通電される。従って、ラチェットポール４２の位置は、開放位置４２ａとなる。 Therefore, in the operating state, since the second contact 82 and the third contact 83 are open, power is not supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 . On the other hand, since the solenoid control contact 72 is set to the conductive state, the solenoid 43 is energized. Therefore, the position of the ratchet pawl 42 is the open position 42a.
　運転中の停電状態とは、運転状態において、運転中に停電が発生した状態である。運転中に停電が発生した場合、第１接点８１のコイルには、セット電流もリセット電流も流れないため、第１接点８１の状態は、導通状態に保持される。第２接点８２及び第３接点８３の状態は、開放状態から導通状態に変更される。ソレノイド制御接点７２の状態は、導通状態から開放状態に変更される。 A power failure state during operation is a state in which a power failure occurs during operation. When a power failure occurs during operation, neither the set current nor the reset current flows through the coil of the first contact 81, so the state of the first contact 81 is maintained in the conductive state. The states of the second contact 82 and the third contact 83 are changed from the open state to the conducting state. The state of the solenoid control contact 72 is changed from conducting to open.
　従って、運転中の停電状態では、第２接点８２及び第３接点８３が導通状態にあるため、インバーター回路６０から補助ブレーキ駆動回路７０へ電力が供給される。停電状態において、補助ブレーキ駆動回路７０へ供給される電力は、平滑コンデンサ６３に蓄えられた電力である。 Therefore, in a power failure state during operation, power is supplied from the inverter circuit 60 to the auxiliary brake drive circuit 70 because the second contact 82 and the third contact 83 are in a conducting state. In a power failure state, the power supplied to the auxiliary brake drive circuit 70 is the power stored in the smoothing capacitor 63 .
　従って、停電後、平滑コンデンサ６３から供給される電力により、ラチェットポール４２の位置は、開放位置４２ａに保持される。しかし、平滑コンデンサ６３が徐々に放電し、平滑コンデンサ６３から供給される電力が低下すると、ソレノイド４３は、ラチェットポール４２の位置を開放位置４２ａに保持できなくなる。そして、ラチェットポール４２の位置は、開放位置４２ａから拘束位置４２ｂへ変位する。 Therefore, after a power failure, the power supplied from the smoothing capacitor 63 keeps the ratchet pole 42 at the open position 42a. However, when the smoothing capacitor 63 gradually discharges and the power supplied from the smoothing capacitor 63 decreases, the solenoid 43 cannot hold the ratchet pole 42 at the open position 42a. The position of the ratchet pawl 42 is then displaced from the open position 42a to the restrained position 42b.
　図４は、図１の制御装置５０の動作を説明するための図である。図４の横軸は時間であり、縦軸は電流である。Ｉａは、図示しないメインブレーキ駆動回路に流れる電流である。Ｉｂは、補助ブレーキ駆動回路７０に流れる電流である。 FIG. 4 is a diagram for explaining the operation of the control device 50 of FIG. The horizontal axis of FIG. 4 is time, and the vertical axis is current. Ia is a current flowing through a main brake drive circuit (not shown). Ib is the current flowing through the auxiliary brake drive circuit 70;
　メインブレーキ駆動回路は、補助ブレーキ駆動回路７０と同様に、ソレノイドと火花消去器とを有している。乗客コンベアの運転中に停電が発生すると、交流電源９０からの電力供給が停止する。これにより、メインブレーキ駆動回路に流れる電流Ｉａは、ソレノイドの抵抗成分及び火花消去器の抵抗により消費され、時間の経過とともに指数関数的に減衰する。そして、停電からの経過時間Ｔａにおいて、メインブレーキが作動する。 The main brake drive circuit, like the auxiliary brake drive circuit 70, has a solenoid and a spark quencher. If a power failure occurs during operation of the passenger conveyor, power supply from the AC power supply 90 is stopped. As a result, the current Ia flowing through the main brake drive circuit is consumed by the resistance component of the solenoid and the resistance of the spark quencher, and exponentially attenuates over time. Then, at the elapsed time Ta from the power failure, the main brake is operated.
　一方、補助ブレーキ駆動回路７０には、停電後も平滑コンデンサ６３に蓄えられた電力が供給される。そのため、補助ブレーキ駆動回路７０に流れる電流Ｉｂは、緩やかに減少し、停電からの経過時間Ｔｂにおいて、補助ブレーキは、メインブレーキよりも遅延時間、即ち、Ｔｂ－Ｔａだけ遅れて作動する。 On the other hand, the electric power stored in the smoothing capacitor 63 is supplied to the auxiliary brake drive circuit 70 even after the power failure. Therefore, the current Ib flowing through the auxiliary brake drive circuit 70 gradually decreases, and the auxiliary brake operates with a delay time of Tb-Ta after the main brake in the elapsed time Tb from the power failure.
　このように、遅延回路８０は、停電時にのみ、平滑コンデンサ６３から補助ブレーキ駆動回路７０への電力供給を行う。つまり、遅延回路８０は、停電時にのみ補助ブレーキの作動を遅延させる。 Thus, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 only during a power failure. That is, the delay circuit 80 delays the actuation of the auxiliary brake only during power failure.
　これにより、ラチェットホイール４１の回転が停止した後で、ラチェットポール４２を開放位置４２ａから拘束位置４２ｂに変位させることができる。従って、ラチェットポール４２が嵌合部４１ａに嵌合することを抑制できる。 As a result, after the ratchet wheel 41 stops rotating, the ratchet pawl 42 can be displaced from the open position 42a to the restrained position 42b. Therefore, it is possible to prevent the ratchet pawl 42 from fitting into the fitting portion 41a.
　そして、乗客コンベアが停電から復帰し、補助ブレーキ駆動回路７０に電力が供給されると、ラチェットポール４２は、拘束位置４２ｂから開放位置４２ａに変位することができる。 Then, when the passenger conveyor recovers from the power failure and power is supplied to the auxiliary brake drive circuit 70, the ratchet pole 42 can be displaced from the restrained position 42b to the open position 42a.
　図５は、比較例としての制御装置の動作を説明するための図である。図５の横軸は時間であり、縦軸は電流である。Ｉａは、図示しないメインブレーキ駆動回路に流れる電流である。Ｉｂは、補助ブレーキ駆動回路に流れる電流である。 FIG. 5 is a diagram for explaining the operation of the control device as a comparative example. The horizontal axis of FIG. 5 is time, and the vertical axis is current. Ia is a current flowing through a main brake drive circuit (not shown). Ib is the current flowing through the auxiliary brake drive circuit.
　比較例としての制御装置には、遅延回路８０が設けられていない。従って、停電が発生すると、比較例としての補助ブレーキ駆動回路に、その後、電力は供給されない。 The delay circuit 80 is not provided in the control device as a comparative example. Therefore, when a power failure occurs, power is not supplied to the auxiliary brake drive circuit as the comparative example thereafter.
　従って、補助ブレーキ駆動回路に流れる電流Ｉｂは、メインブレーキ駆動回路に流れる電流Ｉａと同様に、指数関数的に減衰する。従って、停電からの経過時間Ｔａにおいて、メインブレーキが作動する。続いて、停電からの経過時間Ｔｂにおいて、補助ブレーキが作動する。 Therefore, the current Ib flowing through the auxiliary brake drive circuit exponentially attenuates like the current Ia flowing through the main brake drive circuit. Therefore, the main brake is operated at the elapsed time Ta from the power failure. Subsequently, the auxiliary brake is operated at the elapsed time Tb from the power failure.
　この場合、補助ブレーキが作動して、ラチェットポール４２が開放位置４２ａから拘束位置４２ｂに変位したとき、ラチェットホイール４１が図１の反時計方向に回転していると、ラチェットポール４２が嵌合部４１ａに嵌合してしまう。 In this case, when the auxiliary brake is actuated and the ratchet pawl 42 is displaced from the open position 42a to the restrained position 42b, if the ratchet wheel 41 rotates counterclockwise in FIG. 41a.
　従って、比較例としての制御装置を適用した乗客コンベアでは、停電から復帰したときに、ラチェットポール４２が嵌合部４１ａに嵌合しているため、ラチェットポール４２を開放位置４２ａに戻すことができなくなる恐れがある。つまり、乗客コンベアが再起動できなくなる恐れがある。 Therefore, in the passenger conveyor to which the control device as the comparative example is applied, since the ratchet pawl 42 is fitted in the fitting portion 41a when the power failure is restored, the ratchet pawl 42 can be returned to the open position 42a. It is likely to disappear. That is, there is a possibility that the passenger conveyor cannot be restarted.
　また、比較例では、メインブレーキの作動直後に補助ブレーキが作動するため、乗客コンベアの運転方向が下方向であるときに停電が発生した場合、減速度がより大きくなる。 Also, in the comparative example, the auxiliary brake is activated immediately after the main brake is activated, so if a power failure occurs while the passenger conveyor is running in the downward direction, the deceleration will be greater.
　以上説明したように、実施の形態１に係る乗客コンベアの制御装置５０は、インバーター回路６０、補助ブレーキ駆動回路７０、及び遅延回路８０を備えている。 As described above, the passenger conveyor control device 50 according to Embodiment 1 includes the inverter circuit 60, the auxiliary brake drive circuit 70, and the delay circuit 80.
　インバーター回路６０は、モータ３０を駆動する。モータ３０は、乗客コンベアの複数のステップ１０を循環移動させる。補助ブレーキ駆動回路７０は、補助ブレーキ４０を非作動状態にする。遅延回路８０は、インバーター回路６０と補助ブレーキ駆動回路７０との間に設けられている。 The inverter circuit 60 drives the motor 30. A motor 30 circulates the steps 10 of the passenger conveyor. The auxiliary brake drive circuit 70 deactivates the auxiliary brake 40 . Delay circuit 80 is provided between inverter circuit 60 and auxiliary brake drive circuit 70 .
　また、インバーター回路６０は、平滑コンデンサ６３を有している。遅延回路８０は、第１接点８１を有している。遅延回路８０は、停電時に第１接点８１を介して平滑コンデンサ６３から補助ブレーキ駆動回路７０に電力を供給する。 Also, the inverter circuit 60 has a smoothing capacitor 63 . The delay circuit 80 has a first contact 81 . The delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81 during a power failure.
　これによれば、補助電源がなくとも、停電後の一定時間は、補助ブレーキ４０を非作動状態に維持することができる。従って、乗客コンベアへの電力供給が停止した場合に補助ブレーキ４０を非作動状態に維持させるためにかかるコストを抑制することができる。 According to this, even without an auxiliary power supply, the auxiliary brake 40 can be maintained in an inoperative state for a certain period of time after a power failure. Therefore, it is possible to reduce the cost required to maintain the auxiliary brake 40 in the non-operating state when the power supply to the passenger conveyor is stopped.
　また、実施の形態１に係る乗客コンベアの制御装置５０によれば、停電時に、補助ブレーキ４０は、メインブレーキに遅れて作動するので、ラチェットポール４２が開放位置４２ａから拘束位置４２ｂに変位したとき、ラチェットポール４２が嵌合部４１ａに嵌合しにくくなる。 Further, according to the control device 50 for the passenger conveyor according to the first embodiment, the auxiliary brake 40 operates later than the main brake in the event of a power failure. , the ratchet pawl 42 becomes difficult to fit into the fitting portion 41a.
　そのため、乗客コンベアが停電から復帰したとき、ラチェットポール４２の拘束位置４２ｂから開放位置４２ａへの変位が妨げられることを抑制することができる。つまり、停電復帰時に、乗客コンベアをより確実に再起動することができる。 Therefore, when the passenger conveyor recovers from a power failure, it is possible to prevent the ratchet pole 42 from being hindered from being displaced from the restrained position 42b to the open position 42a. That is, when the power is restored, the passenger conveyor can be restarted more reliably.
　また、乗客コンベアの運転方向が下方向であるときに停電が発生した場合、補助ブレーキは、メインブレーキの作動から遅れて作動するため、減速度がより大きくなることを抑制することができる。 Also, if a power failure occurs when the passenger conveyor is running in the downward direction, the auxiliary brake will operate with a delay from the operation of the main brake, so it is possible to prevent the deceleration from increasing.
　また、図３に示したように、遅延回路８０は、停電時にのみ第１接点８１を介して平滑コンデンサ６３から補助ブレーキ駆動回路７０に電力を供給する。これは、停電時に第１接点８１の状態が保持され、且つ第２接点８２及び第３接点８３がそれぞれ導通状態に設定されることによる。これによれば、停電時以外には、補助ブレーキ４０は、メインブレーキと同時に作動するため、より確実に乗客コンベアを停止させることができる。 Also, as shown in FIG. 3, the delay circuit 80 supplies power from the smoothing capacitor 63 to the auxiliary brake drive circuit 70 via the first contact 81 only during a power failure. This is because the state of the first contact 81 is maintained at the time of power failure, and the second contact 82 and the third contact 83 are set to the conductive state. According to this, the auxiliary brake 40 operates at the same time as the main brake except at the time of power failure, so that the passenger conveyor can be stopped more reliably.
　また、遅延回路８０は、さらに、分圧回路８４、第２接点８２、及び第３接点８３を有している。分圧回路８４は、インバーター回路６０の直流母線電圧を分圧する。分圧回路８４の出力点は、第１接点８１を介して、補助ブレーキ駆動回路７０の正極ＣＰに接続されている。 In addition, the delay circuit 80 further has a voltage dividing circuit 84, a second contact 82, and a third contact 83. The voltage dividing circuit 84 divides the DC bus voltage of the inverter circuit 60 . An output point of the voltage dividing circuit 84 is connected to the positive electrode CP of the auxiliary brake drive circuit 70 via the first contact 81 .
　第２接点８２は、乗客コンベアの運転中には開放され、乗客コンベアの運転停止時には、インバーター回路６０における直流母線の正極ＬＰと分圧回路８４との間を導通させる。第３接点８３は、乗客コンベアの運転中には開放され、乗客コンベアの運転停止時には、直流母線の負極ＬＮと、補助ブレーキ駆動回路７０の負極ＣＮとの間を導通させる。 The second contact 82 is opened during operation of the passenger conveyor, and conducts between the positive electrode LP of the DC bus in the inverter circuit 60 and the voltage dividing circuit 84 when the operation of the passenger conveyor is stopped. The third contact 83 is opened during operation of the passenger conveyor, and conducts between the negative electrode LN of the DC bus and the negative electrode CN of the auxiliary brake drive circuit 70 when the passenger conveyor is stopped.
　これによれば、電源投入時に、インバーター回路６０における電力が補助ブレーキ駆動回路７０で消費されることを抑制することができる。また、通常の電源遮断時には、遅延回路８０を、インバーター回路６０の放電回路として動作させることができる。従って、乗客コンベアへの電力供給が停止した場合に補助ブレーキ４０を非作動状態に維持させるためにかかるコストをより抑制することができる。 According to this, it is possible to suppress consumption of power in the inverter circuit 60 in the auxiliary brake drive circuit 70 when the power is turned on. Further, the delay circuit 80 can be operated as a discharge circuit for the inverter circuit 60 during normal power shutdown. Therefore, the cost for keeping the auxiliary brake 40 in the non-operating state when the power supply to the passenger conveyor is stopped can be further suppressed.
　なお、乗客コンベアは、動く歩道であってもよい。 It should be noted that the passenger conveyor may be a moving walkway.
　また、実施の形態１において、ラチェットホイール４１、ラチェットポール４２、及びソレノイド４３は、主軸２０の片側に設けられていた。これに限らず、一対のラチェットホイール４１、一対のラチェットポール４２及び一対のソレノイド４３が、主軸２０の両側に設けられていてもよい。 Also, in Embodiment 1, the ratchet wheel 41 , ratchet pole 42 and solenoid 43 are provided on one side of the main shaft 20 . Alternatively, the pair of ratchet wheels 41 , the pair of ratchet poles 42 and the pair of solenoids 43 may be provided on both sides of the main shaft 20 .
　また、交流電源は、単相の交流電源であってもよい。その場合、整流回路は、ブリッジ型整流回路とすればよい。 Also, the AC power supply may be a single-phase AC power supply. In that case, the rectifier circuit may be a bridge rectifier circuit.
　また、第１接点８１のラッチリレーには、２巻線型のラッチリレーが用いられてもよい。２巻線型の場合、１つのコイルにセット用の電流パルスを入力し、もう１つのコイルにリセット用の電流パルスを入力すればよい。 Also, a two-winding latch relay may be used as the latch relay for the first contact 81 . In the case of the two-winding type, a current pulse for setting may be input to one coil, and a current pulse for resetting may be input to the other coil.
　１０　ステップ、３０　モータ、４０　補助ブレーキ、５０　制御装置、６０　インバーター回路、６３　平滑コンデンサ、７０　補助ブレーキ駆動回路、８０　遅延回路、８１　第１接点、８２　第２接点、８３　第３接点、８４　分圧回路、ＣＮ　補助ブレーキ駆動回路の負極、ＣＰ　補助ブレーキ駆動回路の正極、ＬＮ　直流母線の負極、ＬＰ　直流母線の正極。 10 step, 30 motor, 40 auxiliary brake, 50 control device, 60 inverter circuit, 63 smoothing capacitor, 70 auxiliary brake drive circuit, 80 delay circuit, 81 first contact, 82 second contact, 83 third contact, 84 voltage division Circuit, CN: Negative electrode of auxiliary brake drive circuit, CP: Positive electrode of auxiliary brake drive circuit, LN: Negative electrode of DC bus, LP: Positive electrode of DC bus.

Claims (3)

  1. 　複数のステップを循環移動させるモータを駆動するインバーター回路、
    　補助ブレーキを非作動状態にする補助ブレーキ駆動回路、及び
    　前記インバーター回路と前記補助ブレーキ駆動回路との間に設けられている遅延回路
    　を備え、
    　前記インバーター回路は、平滑コンデンサを有しており、
    　前記遅延回路は、第１接点を有しており、停電時に前記第１接点を介して前記平滑コンデンサから前記補助ブレーキ駆動回路に電力を供給する
    　乗客コンベアの制御装置。     An inverter circuit that drives a motor that circulates through multiple steps,
    an auxiliary brake drive circuit that deactivates an auxiliary brake; and a delay circuit provided between the inverter circuit and the auxiliary brake drive circuit,
    The inverter circuit has a smoothing capacitor,
    The delay circuit has a first contact, and power is supplied from the smoothing capacitor to the auxiliary brake drive circuit through the first contact in the event of a power failure.
  2. 　前記遅延回路は、前記停電時にのみ前記第１接点を介して前記平滑コンデンサから前記補助ブレーキ駆動回路に電力を供給する
    　請求項１に記載の乗客コンベアの制御装置。     2. The passenger conveyor control device according to claim 1, wherein the delay circuit supplies power from the smoothing capacitor to the auxiliary brake drive circuit through the first contact only when the power failure occurs.
  3. 　前記遅延回路は、さらに、分圧回路、第２接点、及び第３接点を有し、
    　前記分圧回路は、前記インバーター回路の直流母線電圧を分圧し、前記分圧回路の出力点は、前記第１接点を介して、前記補助ブレーキ駆動回路の正極に接続されており、
    　前記第２接点は、前記乗客コンベアの運転中には開放され、前記乗客コンベアの運転停止時には、前記インバーター回路における直流母線の正極と前記分圧回路との間を導通させ、
    　前記第３接点は、前記乗客コンベアの運転中には開放され、前記乗客コンベアの運転停止時には、前記直流母線の負極と、前記補助ブレーキ駆動回路の負極との間を導通させる
    　請求項１又は請求項２に記載の乗客コンベアの制御装置。     the delay circuit further comprises a voltage dividing circuit, a second contact, and a third contact;
    The voltage dividing circuit divides the DC bus voltage of the inverter circuit, and the output point of the voltage dividing circuit is connected to the positive electrode of the auxiliary brake drive circuit via the first contact,
    The second contact is opened during operation of the passenger conveyor, and conducts between the positive electrode of the DC bus in the inverter circuit and the voltage dividing circuit when the passenger conveyor is stopped,
    The third contact is open during operation of the passenger conveyor, and conducts between the negative electrode of the DC bus and the negative electrode of the auxiliary brake drive circuit when the operation of the passenger conveyor is stopped. Item 3. A passenger conveyor control device according to item 2.
PCT/JP2021/019373 2021-05-21 2021-05-21 Passenger conveyor control device WO2022244239A1 (en)

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