JP5111502B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator apparatus having a brake control device capable of controlling the deceleration of a car during emergency braking.

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

  Further, in the conventional elevator apparatus, when an emergency stop command is generated, if the car is traveling near the terminal floor toward the terminal floor, the car is quickly decelerated and stopped at a large deceleration. Further, when the emergency stop command is generated, the car is decelerated at a sufficiently low deceleration and stopped unless the car is traveling near the terminal floor toward the terminal floor (for example, Patent Documents). 2).

JP-A-7-157211 JP 2006-306517 A

  In the conventional brake device disclosed in Patent Document 1, both the basic emergency braking operation and the braking force control operation are performed by one brake control unit. If the deceleration of the car becomes excessive, passengers will feel uncomfortable. Conversely, if the car's deceleration becomes too low, the braking distance will become long. Further, in the conventional elevator apparatus disclosed in Patent Document 2, the car deceleration at the time of emergency stop is intermittently converted depending on the position of the car, so that the ride comfort at the time of emergency stop is large between the vicinity of the terminal floor and the intermediate floor. There will be a difference.

  The present invention has been made to solve the above-described problems, and is capable of stopping the car more reliably even when the deceleration control unit is out of order. It is an object of the present invention to provide an elevator apparatus that can prevent a large difference from occurring.

  An elevator apparatus according to the present invention includes a hoisting machine having a drive sheave and a motor that rotates the drive sheave, suspension means wound around the drive sheave, and a car that is suspended by the suspension means and raised and lowered by the hoisting machine. A brake device that brakes the running of the car, and a brake control device that controls the brake device, the brake control device operating the brake device when an abnormality is detected, and a first brake control unit that makes the car emergency stop; And a second brake control unit for reducing the braking force of the brake device when the deceleration of the car exceeds a threshold value during emergency braking operation of the brake control unit of the second brake control unit. There are first and second calculation units that perform an operation to reduce power independently of each other by calculation processing, and the first calculation unit has a threshold corresponding to the car position. It is set to change Te, the second arithmetic unit, a threshold as in the first arithmetic section is set.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a circuit diagram which shows the brake control apparatus of FIG. 3 is a flowchart showing a deceleration control operation of the first and second arithmetic units in FIG. 2. It is explanatory drawing which shows the time change of the car speed in case a car decelerates immediately after emergency stop command generation, a car deceleration, the electric current of a brake coil, the state of an electromagnetic relay, and the state of a deceleration control switch. It is a flowchart which shows the abnormality diagnosis operation | movement of the 1st and 2nd calculating part of FIG. It is a graph which shows the relationship between the 1st and 2nd threshold value of the car deceleration set to the 1st and 2nd calculating part of FIG. 2, and a car position. It is a graph which shows the overspeed monitoring pattern set to the 3rd and 4th calculating part of FIG. It is a circuit diagram which shows the brake control apparatus of the elevator apparatus by Embodiment 2 of this invention. It is a flowchart which shows operation | movement of the 1st and 2nd calculating part of FIG. It is a circuit diagram which shows the brake control apparatus of the elevator apparatus by Embodiment 3 of this invention.

Preferred embodiments of the present invention will be described below with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a car 1 and a counterweight 2 are suspended in a hoistway by a main rope 3 as a suspension means, and are raised and lowered in the hoistway by a driving force of a hoisting machine 4.

  The hoist 4 includes a drive sheave 5 around which the main rope 3 is wound, a hoist motor 6 that rotates the drive sheave 5, and a brake device 7 that brakes the rotation of the drive sheave 5. The brake device 7 includes a brake drum (brake wheel) 8 that is coaxially coupled to the drive sheave 5, a brake shoe 9 that is in contact with and separated from the brake drum, and a brake spring that presses the brake shoe 9 against the brake drum 8 and applies a braking force. And an electromagnetic magnet for releasing the braking force by releasing the brake shoe 9 from the brake drum 8 against the brake spring.

  The hoisting machine motor 6 is provided with a hoisting machine encoder section 10 that generates a signal corresponding to the rotational speed of the rotating shaft, that is, the rotational speed of the drive sheave 5. The hoisting machine encoder unit 10 includes first and second hoisting machine encoders 10a and 10b (FIG. 2) that generate independent detection signals.

  An upper hoistway switch 11 is provided near the upper terminal floor of the hoistway. A lower hoistway switch 12 is provided in the vicinity of the lower terminal floor of the hoistway. The hoistway switches 11 and 12 are used as position correction switches for detecting the absolute position of the car 1 and correcting the car position information. An operation cam 13 for operating the hoistway switches 11 and 12 is attached to the car 1.

  A car shock absorber 14 and a counterweight shock absorber 15 are installed at the bottom (pit) of the hoistway. The car shock absorber 14 is disposed directly below the car 1. The counterweight buffer 15 is disposed directly below the counterweight 2.

  A governor sheave 16 is provided in the upper part of the hoistway. A tension wheel 17 is provided at the lower part of the hoistway. A governor rope (overspeed detection rope) 18 is wound around the governor sheave 16 and the tension wheel 17. Both ends of the governor rope 18 are connected to the car 1. The governor rope 18 is circulated as the car 1 moves up and down. As a result, the governor sheave 16 and the tension wheel 17 are rotated at a speed corresponding to the traveling speed of the car 1.

  The governor sheave 16 is provided with a governor encoder unit 19 that generates a signal corresponding to the rotational speed of the governor sheave 16, that is, the speed of the car 1. The governor encoder unit 19 includes first and second governor encoders 19a and 19b (FIG. 10) that generate independent detection signals.

  The brake device 7 is controlled by the brake control device 20. Signals from the hoisting machine encoder unit 10, the hoistway switches 11 and 12, and the governor encoder unit 19 are input to the brake control device 20. In addition, a signal corresponding to the current of the electromagnetic magnet of the brake device 7 is input to the brake control device 20.

  The brake control device 20 controls the braking force of the brake device 7 according to the signal from the hoisting machine encoder unit 10 and the current signal of the electromagnetic magnet. Further, the brake control device 20 controls the braking force of the brake device 7 so that the deceleration of the car 1 does not become excessive when the car 1 is brought to an emergency stop.

  Next, FIG. 2 is a circuit diagram showing the brake control device 20 of FIG. The brake control device 20 includes first and second brake control units 21 and 22 that control the brake device 7 independently, and an overspeed monitoring unit 23.

  A brake coil (electromagnetic coil) 24 is provided in the electromagnetic magnet of the brake device 7. By passing a current through the brake coil 24, the electromagnetic magnet is excited, an electromagnetic force for releasing the braking force of the brake device 7 is generated, and the brake shoe 9 is separated from the brake drum 8. Further, by deenergizing the brake coil 24, the excitation of the electromagnetic magnet is released, and the brake shoe 9 is pressed against the brake drum 8 by the spring force of the brake spring. Furthermore, the braking force of the brake device 7 can be controlled by controlling the value of the current flowing through the brake coil 24.

  A circuit in which a discharge resistor 25 and a first discharge diode 26 are connected in series is connected to the brake coil 24 in parallel. Further, a second discharge diode 31 is connected in parallel to both ends of the brake coil 24 via the first and second electromagnetic relays 27a and 27b and the third and fourth electromagnetic relays 29e1 and 29e2. Yes. The third and fourth electromagnetic relays 29e1, 29e2 are normally closed relays.

  The third electromagnetic relay 29e1 is connected in series to the first electromagnetic relay 27a. The fourth electromagnetic relay 29e2 is connected in series to the second electromagnetic relay 27b. The first and third electromagnetic relays 27a and 29e1 side of the brake coil 24 are connected to a power source. The second and fourth electromagnetic relays 27 b and 29 e 2 side of the brake coil 24 are connected to the ground via the brake switch 32. As the brake switch 32, a semiconductor switch is used.

  ON / OFF of the brake switch 32 is controlled by the brake determination unit 33. The brake determination unit 33 turns on the brake switch 32 to energize the brake coil 24 and release the braking force of the brake device 7 when the car 1 moves up and down. Further, when the car 1 is stopped, the brake determination unit 33 turns off the brake switch 32 to deenergize the brake coil 24 and generate a braking force by the brake device 7 (stationary holding).

  Further, when any abnormality is detected in the elevator device, the brake determination unit 33 turns off the brake switch 32 and opens the electromagnetic relays 27a and 27b to deenergize the brake coil 24, and Perform braking operation. Thereby, the car 1 is brought to an emergency stop. The discharge resistor 25 and the first discharge diode 26 quickly reduce the induced current flowing through the brake coil 24 after the electromagnetic relays 27a and 27b are opened, thereby speeding up the generation of the braking force.

  The function of the brake determination part 33 is implement | achieved by the 1st microcomputer provided in the elevator control apparatus which controls operation | movement of the car 1, for example. That is, a program for realizing the function of the brake determination unit 33 is stored in the first microcomputer.

  The first brake control unit (main control unit) 21 includes electromagnetic relays 27 a, 27 b, 29 e 1 and 29 e 2, a second discharge diode 31, a brake switch 32, and a brake determination unit 33.

  The current flowing through the brake coil 24 is detected by the first and second current detectors 34 and 35. The first car position detection unit 38 includes a first governor encoder 19 a and hoistway switches 11 and 12. The second car position detector 39 includes a second cabana encoder 19 b and hoistway switches 11 and 12.

  An end point between the brake coil 24 and the first electromagnetic relay 27a is connected to a power source via a circuit in which fifth and sixth electromagnetic relays 29a1 and 29b1 are connected in series. The end point between the brake coil 24 and the second electromagnetic relay 27b is a circuit in which the seventh and eighth electromagnetic relays 29a2 and 29b2 and the first and second deceleration control switches 42 and 43 are connected in series. And is connected to the ground.

  A third discharge diode 44 is connected in parallel to a circuit in which the fifth and sixth electromagnetic relays 29a1, 29b1, the brake coil 24, and the seventh and eighth electromagnetic relays 29a2, 29b2 are connected in series. ing.

  The first and second deceleration control switches 42 and 43 are switches for controlling the deceleration of the car 1 during emergency braking of the car 1. As the deceleration control switches 42 and 43, semiconductor switches are used. The deceleration control by the first and second deceleration control switches 42 and 43 is effective when all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are closed, and disabled when any one is opened. Become.

ON / OFF of the first deceleration control switch 42 is controlled by the first arithmetic unit 45. The first calculation unit 45 is based on the signals from the first and second encoders 10a and 10b and the signals from the first and second car position detection units 38 and 39, and the car position y [m]. The car speed V [m / s] and the car deceleration γ [m / s ² ] are calculated. The first calculation unit 45 controls ON / OFF of the first deceleration control switch 42 based on the car position, the car speed, the car deceleration, and the current value of the brake coil 24. The first calculation unit 45 is configured by a second microcomputer.

ON / OFF of the second deceleration control switch 43 is controlled by the second arithmetic unit 46. The second calculation unit 46 is based on the signals from the first and second encoders 10a and 10b and the signals from the first and second car position detection units 38 and 39, and the first calculation unit 45. Independently, the car position y [m], the car speed V [m / s] and the car deceleration γ [m / s ² ] are calculated. The second calculation unit 46 controls ON / OFF of the second deceleration control switch 43 based on the car position, the car speed, the car deceleration, and the current value of the brake coil 24. The second arithmetic unit 46 is constituted by a third microcomputer.

  A two-port RAM 47 is connected between the first calculation unit 45 and the second calculation unit 46. The deceleration control determination unit 48 includes first and second calculation units 45 and 46 and a two-port RAM 47.

  The fifth and seventh electromagnetic relays 29a1 and 29a2 are opened and closed by the first drive coil 49a. Between the first drive coil 49a and the ground, a first drive coil control switch 50 for turning on / off the energization of the first drive coil 49a is connected. As the first drive coil control switch 50, a semiconductor switch is used. ON / OFF of the first drive coil control switch 50 is controlled by the first arithmetic unit 45.

  The sixth and eighth electromagnetic relays 29b1 and 29b2 are opened and closed by the second drive coil 49b. Connected between the second drive coil 49b and the ground is a second drive coil control switch 51 for turning on / off the energization of the second drive coil 49b. As the second drive coil control switch 51, a semiconductor switch is used. ON / OFF of the second drive coil control switch 51 is controlled by the second calculation unit 46.

  The ninth electromagnetic relay 29a3 that is opened and closed in conjunction with the opening and closing of the fifth electromagnetic relay 29a1 and the tenth electromagnetic relay 29a4 that is opened and closed in conjunction with the opening and closing of the seventh electromagnetic relay 29a2 are a power source and a ground. Are connected in series via a resistor 52. The first arithmetic unit 45 detects the voltage on the power source side of the resistor 52. Thereby, the 1st calculating part 45 monitors the open / close state of the 5th and 7th electromagnetic relay 29a1, 29a2.

  The eleventh electromagnetic relay 29b3 that is opened and closed in conjunction with the opening and closing of the sixth electromagnetic relay 29b1, and the twelfth electromagnetic relay 29b4 that is opened and closed in conjunction with the opening and closing of the eighth electromagnetic relay 29b2 are a power source and a ground. Are connected in series via a resistor 53. The second calculation unit 46 detects the voltage on the power supply side of the resistor 53. Thereby, the 2nd calculating part 46 monitors the open / close state of the 6th and 8th electromagnetic relay 29b1, 29b2.

  The first and second arithmetic units 45 and 46 compare the commands for the drive coil control switches 50 and 51 with the open / closed states of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2, thereby providing the electromagnetic relays 29a1, 29b1, and 29a2. , 29b2 is determined whether or not a failure such as contact welding has occurred.

  The first arithmetic unit 45 compares the signal from the first current detector 34 with the signal from the second current detector 35, thereby causing a failure in the first and second current detectors 34 and 35. It is determined whether or not an error has occurred. Further, the first arithmetic unit 45 compares the signal from the first hoisting machine encoder 10a with the signal from the second hoisting machine encoder 10b, whereby the first and second hoisting machine encoders are compared. It is determined whether or not a failure has occurred in 10a and 10b.

  Further, the first calculation unit 45 compares the signal from the first car position detection unit 38 with the signal from the second car position detection unit 39 to thereby obtain the first and second car position detection units. It is determined whether or not a failure has occurred in 38 and 39.

  Furthermore, the first calculation unit 45 receives the calculation result by the second calculation unit 46 via the two-port RAM 47 and compares the calculation result with the calculation result by the first calculation unit 45, whereby the first and second calculations are performed. It is determined whether or not a failure has occurred in the arithmetic units 45 and 46.

  The second calculation unit 46 compares the signal from the first current detector 34 with the signal from the second current detector 35, thereby causing a failure in the first and second current detectors 34 and 35. It is determined whether or not an error has occurred. In addition, the second arithmetic unit 46 compares the signal from the first hoisting machine encoder 10a with the signal from the second hoisting machine encoder 10b, whereby the first and second hoisting machine encoders are compared. It is determined whether or not a failure has occurred in 10a and 10b.

  Further, the second calculation unit 46 compares the signal from the first car position detection unit 38 with the signal from the second car position detection unit 39 to thereby obtain the first and second car position detection units. It is determined whether or not a failure has occurred in 38 and 39.

  Furthermore, the second calculation unit 46 receives the calculation result by the first calculation unit 45 via the two-port RAM 47 and compares it with the calculation result by the second calculation unit 46, so that the first and second calculations are performed. It is determined whether or not a failure has occurred in the arithmetic units 45 and 46.

  The first and second arithmetic units 45 and 46 output a command to open the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 when the above-described failure occurs, and also send a failure detection signal to the first failure notification unit. To 54. When the failure detection signal is input, the first failure notification unit 54 informs the elevator control device that some failure has occurred in the second brake control unit 22. When a failure occurs in the second brake control unit 22, the elevator control device, for example, stops the car 1 at the nearest floor, stops the operation of the elevator device, and operates to report the failure to the outside.

  The second brake control unit (deceleration control unit) 22 includes electromagnetic relays 29a1, 29a2, 29a3, 29a4, 29b1, 29b2, 29b3, 29b4, deceleration control switches 42, 43, discharge diode 44, deceleration control determination unit. 48, drive coils 49a and 49b, drive coil control switches 50 and 51, resistors 52 and 53, and a first failure notification unit 54.

  The third and fourth electromagnetic relays 29e1, 29e2 are driven by the fifth drive coil 49e. The thirteenth to sixteenth electromagnetic relays 29c1, 29c2, 29d1, and 29d2 are connected in series between the fifth drive coil 49e and the ground.

  The thirteenth and fourteenth electromagnetic relays 29c1 and 29c2 are opened and closed by a third drive coil 49c. A third drive coil control switch 55 is connected between the third drive coil 49c and the ground to turn on / off the energization of the third drive coil 49c. A semiconductor switch is used as the third drive coil control switch 55.

  ON / OFF of the third drive coil control switch 55 is controlled by the third calculation unit 56. The third calculator 56 calculates the car position and the car speed based on the signals from the first and second car position detectors 38 and 39. The third calculation unit 56 controls ON / OFF of the third drive coil control switch 55 based on the car position and the car speed. Further, the third arithmetic unit 56 is constituted by a fourth microcomputer.

  The fifteenth and sixteenth electromagnetic relays 29d1, 29d2 are opened and closed by a fourth drive coil 49d. Between the fourth drive coil 49d and the ground, a fourth drive coil control switch 57 for turning on / off the energization of the fourth drive coil 49d is connected. A semiconductor switch is used as the fourth drive coil control switch 57.

  ON / OFF of the fourth drive coil control switch 57 is controlled by the fourth calculation unit 58. The fourth calculation unit 58 calculates the car position and the car speed based on the signals from the first and second car position detection units 38 and 39. The fourth computing unit 58 controls ON / OFF of the fourth drive coil control switch 57 based on the car position and the car speed. Further, the fourth calculation unit 58 is constituted by a fifth microcomputer.

  A two-port RAM 59 is connected between the third calculation unit 56 and the fourth calculation unit 58.

  The seventeenth electromagnetic relay 29c3 that is opened and closed in conjunction with the opening and closing of the thirteenth electromagnetic relay 29c1 and the eighteenth electromagnetic relay 29c4 that is opened and closed in conjunction with the opening and closing of the fourteenth electromagnetic relay 29c2 are a power source and a ground. Are connected in series via a resistor 60. The third arithmetic unit 56 detects the voltage on the power source side of the resistor 60. Thereby, the 3rd calculating part 56 monitors the open / close state of the 13th and 14th electromagnetic relays 29c1 and 29c2.

  The nineteenth electromagnetic relay 29d3 that is opened and closed in conjunction with the opening and closing of the fifteenth electromagnetic relay 29d1, and the twentieth electromagnetic relay 29d4 that is opened and closed in conjunction with the opening and closing of the sixteenth electromagnetic relay 29d2 are a power source and a ground. Are connected in series via a resistor 61. The fourth calculation unit 58 detects the voltage on the power source side of the resistor 61. Thereby, the fourth computing unit 58 monitors the open / closed states of the fifteenth and sixteenth electromagnetic relays 29d1, 29d2.

  The third and fourth arithmetic units 56 and 58 compare the commands for the drive coil control switches 55 and 57 with the open / closed states of the electromagnetic relays 29c1, 29c2, 29d1, and 29d2, thereby comparing the electromagnetic relays 29c1, 29c2, and 29d1. , 29d2 is determined whether or not a failure such as contact welding has occurred.

  The third calculation unit 56 receives the calculation result of the fourth calculation unit 58 via the 2-port RAM 59 and compares the calculation result with the calculation result of the third calculation unit 56, thereby obtaining the third and fourth calculation units. It is determined whether or not a failure has occurred in 56 and 58.

  The fourth calculation unit 58 receives the calculation result by the third calculation unit 56 via the two-port RAM 59, and compares the calculation result with the calculation result by the fourth calculation unit 58, whereby the third and fourth calculation units 58 It is determined whether or not a failure has occurred in 56 and 58.

  When the above-described failure occurs, the third and fourth calculation units 56 and 58 output a failure detection signal to the second failure notification unit 62. When the failure detection signal is input, the second failure notification unit 62 notifies the elevator control device that some failure has occurred in the overspeed monitoring unit 23. When a failure occurs in the overspeed monitoring unit 23, the elevator control device, for example, stops the car 1 at the nearest floor, stops the operation of the elevator device, and operates to report the failure to the outside.

  The overspeed monitoring unit 23 includes electromagnetic relays 29c1, 29c2, 29c3, 29c4, 29d1, 29d2, 29d3, 29d4, drive coils 49c, 49d, 49e, drive coil control switches 55, 57, and third and fourth calculation units 56. , 58, a two-port RAM 59, resistors 60 and 61, and a second failure notification unit 62.

  When the overspeed monitoring unit 23 detects the overspeed traveling of the car 1, the overspeed monitoring unit 23 can make the car 1 perform an emergency stop independently of the first brake control unit 21. Further, the overspeed monitoring unit 23 independently monitors the speed of the car 1 and independently detects the overspeed of the car 1 without using signals from the first brake control unit 21 and the elevator control device. .

Next, the operation will be described. FIG. 3 is a flowchart showing the deceleration control operation of the first and second arithmetic units 45 and 46 in FIG. 2. The first and second arithmetic units 45 and 46 simultaneously perform the processing shown in FIG. Run in parallel. In FIG. 3, first and second calculation units 45 and 46 initially set a plurality of parameters necessary for processing (step S1). In this example, the car speed (drive sheave speed) V0 [m / s] used for car stop determination, the car speed V1 [m / s] for stopping the deceleration control, and the current value threshold value I0 of the brake coil 24 are used as parameters. [A] and first and second threshold values γ1 [m / s ² ] and γ2 [m / s ² ] (γ1 <γ2) of the car deceleration are set.

The processing after the initial setting is periodically repeated at a preset sampling cycle. That is, the first and second arithmetic units 45 and 46 are configured to output signals from the first and second encoders 10a and 10b, signals from the first and second current detectors 34 and 35, and The signals from the second car position detectors 38 and 39 are fetched at a predetermined cycle (step S2). Next, the car speed V [m / s] and the car deceleration γ [m / s ² ] are calculated based on the signals from the first and second encoders 10a and 10b (step S3).

  Thereafter, it is determined whether or not the car 1 is in an emergency stop operation (step S4). Specifically, in the first and second calculation units 45 and 46, the car speed (motor rotation speed) is larger than the stop determination speed V0, and the current value of the brake coil 24 is smaller than the stop determination current value I0. Sometimes it is determined that the car 1 is in an emergency stop operation. If the emergency stop operation is not being performed, all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are opened (step S10).

  If the emergency stop operation is being performed, it is determined whether or not the car deceleration γ is larger than the first threshold γ1 (step S5). If γ ≦ γ1, all the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are opened (step S10). If γ> γ1, all of the electromagnetic relays 29a1, 29b1, 29a2, 29b2 are closed (step S6).

  Here, when the car 1 is in an emergency stop, the energization to the hoisting motor 6 is also cut off, so that the load on the car 1 side can be reduced between when the emergency stop command is generated and when the braking force is actually applied. There are a case where the car 1 is accelerated and a case where the car 1 is decelerated due to imbalance with the load of the counterweight 2.

  In the first and second calculation units 45 and 46, if γ ≦ γ1, it is determined that the car 1 is accelerated immediately after the emergency stop command is generated, and the electromagnetic relays 29a1, 29a1, 29a1, 29b1, 29a2, and 29b2 are opened. If γ> γ1, it is determined that the car 1 is decelerated, and the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are closed so that the deceleration is controlled so that the deceleration is not excessive.

  In the deceleration control, the first and second arithmetic units 45 and 46 determine whether the car deceleration γ is larger than the second threshold γ2 (step S7). If γ> γ2, the deceleration control switches 42 and 43 are turned ON / OFF at a preset switching duty (for example, 50%) in order to suppress the car deceleration γ (step S8). Thereby, a predetermined voltage is applied to the brake coil 24 and the braking force of the brake device 7 is controlled. At this time, the deceleration control switches 42 and 43 are turned ON / OFF so as to synchronize with each other.

  If γ ≦ γ2, the deceleration control switches 42 and 43 remain open. Thereafter, the first and second arithmetic units 45 and 46 perform control stop determination (step S9). In the control stop determination, it is determined whether the car speed V is less than the threshold value V1. If V ≧ V1, the process directly returns to the input process (step S2). If V <V1, all of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are opened (step S10), and the process returns to the input process (step S2).

  Here, FIG. 4 shows the car speed, the car deceleration, the current of the brake coil 24, the state of the electromagnetic relays 29a1, 29b1, 29a2, and 29b2, and the deceleration control switch 42 when the car 1 decelerates immediately after the emergency stop command is generated. , 43 is an explanatory diagram showing a change over time.

  If an emergency stop occurs, the car 1 starts to decelerate immediately. When the deceleration reaches γ1 at time T2, the electromagnetic relays 29a1, 29b1, 29a2, and 29b2 are closed. When the deceleration reaches γ2 at time T3, the deceleration control switches 42 and 43 are turned on / off. . Thereafter, when the car speed becomes less than V1, the electromagnetic relays 29a1, 29b1, 29a2, 29b2 are opened, and the deceleration control by the deceleration control switches 42, 43 is stopped.

  FIG. 5 is a flowchart showing the abnormality diagnosis operation of the first and second arithmetic units 45 and 46 of FIG. The first and second arithmetic units 45 and 46 call up a diagnostic process as shown in FIG. 5 when each process after the input process (step S2) in FIG. 3 is completed.

  In the abnormality diagnosis operation, the consistency between the input value from the sensor and the calculation value by the calculation units 45 and 46 is determined (step S11). Specifically, if the difference between the input value and the calculated value is within a predetermined range, it is determined that there is no abnormality, and the process returns to the next process in FIG. If the difference between the input value and the calculated value exceeds a predetermined range, it is determined that there is an abnormality, the electromagnetic relays 29a1, 29b1, 29a2, 29b2 are opened (step S12), and the failure detection signal is set to the first failure. It outputs to the alerting | reporting part 54 (step S13).

  FIG. 6 is a graph showing the relationship between the first and second threshold values of the car deceleration set in the first and second arithmetic units 45 and 46 of FIG. 2 and the car position. As shown in FIG. 6, the first and second threshold values γ <b> 1 and γ <b> 2 are set in the first calculation unit 45 so as to change according to the car position. In addition, the first and second threshold values γ 1 and γ 2 are set in the second calculation unit 46 as in the first calculation unit 45. Specifically, the first and second threshold values γ1 and γ2 near the terminal floor are set so as to gradually increase toward the terminal floor.

  FIG. 7 is a graph showing overspeed monitoring patterns set in the third and fourth arithmetic units 56 and 58 of FIG. The overspeed monitoring pattern is set to change according to the car position. Specifically, the overspeed monitoring pattern is set so as to ensure a predetermined margin with respect to the normal traveling pattern when the car 1 normally travels from one terminal floor to the other terminal floor. For this reason, the overspeed monitoring pattern in the vicinity of the terminal floor is set so as to gradually decrease toward the terminal floor.

  The third and fourth arithmetic units 56 and 58 independently monitor the car speed, and when the car speed exceeds the overspeed monitoring pattern, the corresponding drive coil control switches 55 and 57 are turned off. As a result, the drive coils 49c and 49d are de-energized, the electromagnetic relays 29c1, 29c2, 29d1 and 29d2 are opened, and the drive coil 49e is de-energized. When the drive coil 49e is de-energized, the electromagnetic relays 29e1 and 29e2 are opened, and the car 1 is emergency stopped. The deceleration control at this time is performed by the second brake control unit 22.

  In such an elevator apparatus, the second brake control unit 22 that is a deceleration control unit is provided separately from the first brake control unit 21 that is a main control unit. The car can be stopped more reliably. In addition, since the second brake control unit 22 includes first and second calculation units 45 and 46 that perform the operation of reducing the braking force of the brake device 7 independently of each other by calculation processing, Reliability can be improved. Further, as shown in FIG. 6, the first and second arithmetic units 45 and 46 are set such that the second threshold value γ2 changes according to the car position. It is possible to prevent a large difference in ride comfort.

  Further, since the second threshold value γ2 in the vicinity of the terminal floor is set so as to gradually increase toward the terminal floor, in the vicinity of the terminal floor, the stop distance from the occurrence of the emergency stop command until the car 1 stops. The speed at which the car 1 and the counterweight 2 collide with the car shock absorber 14 and the counterweight shock absorber 15 can be reduced, and the car shock absorber 14 and the counterweight shock absorber 15 can be reduced. The capacity can be reduced.

Furthermore, the first and second calculation units 45 and 46 detect that a failure has occurred in at least one of the first and second calculation units 45 and 46 by comparing the calculation results of each other. Reliability can be further improved.
Furthermore, the second brake control unit 22 invalidates the deceleration control by the second brake control unit 22 when a failure occurs in at least one of the first and second calculation units 45 and 46. The car 1 can be stopped more reliably even when the arithmetic units 45 and 46 fail.

  Further, the second brake control unit 22 indicates that the brake device 7 is in an emergency stop operation when the car speed is higher than the predetermined speed V0 and the current of the brake coil 24 is lower than the predetermined value I0. Therefore, the emergency braking operation can be detected more reliably independently of the first brake control unit 21.

  Furthermore, the brake control device 20 further includes an overspeed monitoring unit 23 that causes the car 1 to make an emergency stop when the car speed reaches a preset overspeed. Since an overspeed monitoring pattern that gradually decreases toward the final floor is set, the speed at which the car 1 and the counterweight 2 collide with the car shock absorber 14 and the counterweight shock absorber 15 can be further reduced. The capacities of the car shock absorber 14 and the counterweight shock absorber 15 can be further reduced. Moreover, the pit depth dimension and overhead dimension of a hoistway can be shortened.

Embodiment 2. FIG.
Next, FIG. 8 is a circuit diagram showing a brake control device of an elevator apparatus according to Embodiment 2 of the present invention. In this example, the function of the third calculation unit 56 of the first embodiment is integrated into the first calculation unit 45, and the function of the fourth calculation unit 58 of the first embodiment is integrated into the second calculation unit 46. Has been.

  FIG. 9 is a flowchart showing the operation of the first and second arithmetic units 45 and 46 of FIG. The first and second calculation units 45 and 46 repeatedly execute the failure detection process (step S14), the overspeed detection process (step S15), and the brake control process (step S16) at a predetermined cycle. In addition, the first and second arithmetic units 45 and 46 sequentially execute the above processes one by one in a single task. Other configurations are the same as those in the first embodiment.

  According to such an elevator apparatus, it is possible to reduce the size and cost of the brake control apparatus while maintaining the reliability of the double system.

Embodiment 3 FIG.
Next, FIG. 10 is a circuit diagram showing a brake control device of an elevator apparatus according to Embodiment 3 of the present invention. In this example, input / output signals to the first and second arithmetic units 45 and 46 in the circuit configuration as in the second embodiment are integrated using a plurality of interfaces.

  In the figure, a multiplexing calculation unit 71 includes first and second calculation units 45 and 46, a two-port RAM 47, a failure notification unit 54, an input interface 72, an output interface 73, a first input connector 74, a second An input connector 75, a first output connector 76, a second output connector 77, and first to fourth data buses 78 to 81 are provided.

  Input signals from the outside of the multiplexing calculation unit 71 are input to the input interface 72 via the first and second input connectors 74 and 75, and are input to the first and second data buses 78 and 79 via the input interface 72. They are sorted and input to the first and second arithmetic units 45 and 46.

  Output signals from the first and second arithmetic units 45 and 46 are input to the output interface 73 via the third and fourth data buses 80 and 81, and the first and second output connectors from the output interface 73. The data is output to the outside through 76 and 77.

  That is, the input signals to the first and second calculation units 45 and 46 are input to the first and second calculation units 45 and 46 through the common input interface 72, and the first and second calculation units are input. Output signals from 45 and 46 are output to the outside through a common output interface 73. At this time, the input interface 72 and the output interface 73 have a buffer function that increases the stability of each signal.

  The car position detection interface unit 82 includes a car position signal connector 83, an overspeed detection signal connector 84, first to sixth buffers 85a to 85f, a first governor encoder interface 86a, and a second governor encoder interface 86b. It has been.

  The car position signal connector 83 is connected to the first input connector 74. The overspeed detection signal connector 84 is connected to the first output connector 76. The buffers 85a to 85f enhance the stability and noise resistance characteristics of each signal. For example, optical couplers are used as the buffers 85a to 85f.

  The voltage signals of the resistors 60 and 61 are sent to the car position signal connector 83 through the first and second buffers 85a and 85b. Signals from the hoistway switches 11 and 12 are sent to the car position signal connector 83 through the third and fourth buffers 85c and 85d. Signals from the first and second governor encoders 19a and 19b are sent to the car position signal connector 83 through the encoder interfaces 86a and 86b.

  Fifth and sixth buffers 85e and 85f are interposed between the third and fourth drive coil control switches 55 and 57 and the overspeed detection signal connector 84.

  The brake control interface unit 87 includes a car speed signal connector 88, a deceleration control signal connector 89, seventh to twelfth buffers 85g to 85l, a first hoisting machine encoder interface 90a, and a second hoisting machine encoder interface. 90b is provided.

  The car speed signal connector 88 is connected to the second input connector 75. The deceleration control signal connector 89 is connected to the second output connector 77. The buffers 85g to 85l enhance the stability and noise resistance characteristics of each signal. For example, optical couplers are used as the buffers 85g to 85l.

  The voltage signals of the resistors 52 and 53 are sent to the car speed signal connector 88 through the seventh and eighth buffers 85g and 85h. Signals from the first and second hoisting machine encoders 10a and 10b are sent to the car speed signal connector 88 through the encoder interfaces 90a and 90b.

  Between the first and second deceleration control switches 42 and 43 and the first and second drive coil control switches 50 and 51 and the deceleration control signal connector 89, ninth to twelfth buffers 85i to 85l are provided. Is intervened.

  In addition, transmission / reception of signals between the interface units 82 and 87 and the multiplexing calculation unit 71 is performed according to the same rule (protocol).

In such an elevator apparatus, since transmission / reception of double signals is integrated by one input interface 72 and one output interface 73, the number of parts can be reduced and the configuration can be simplified.
In addition, since the input signals to the input interface 72 are aggregated into the two input connectors 74 and 75 and the output signals from the output interface 73 are aggregated into the two output connectors 76 and 77, the configuration can be further simplified. .
Furthermore, since the rules for transmitting and receiving signals at the connectors 74, 75, 76, 77, 83, 84, 88, and 89 are the same, the car 1 travels with the car door or the landing door opened, for example. The prohibiting function can be easily realized by the multiplexing calculation unit 71.

  In the above example, the emergency stop determination is made from the car speed and the current value of the brake coil 24. However, in addition to these, the determination may be made in consideration of the differential value of the current value of the brake coil 24. Specifically, when the car speed is larger than a predetermined speed, the current of the brake coil 24 is smaller than a predetermined value, and the differential value of the current value of the brake coil 24 is negative, the emergency stop is in progress. Is determined. As a result, erroneous detection due to in-car vibration while the car is stopped can be avoided.

In the above example, no specific threshold is shown. For example, V0 = 0.5 [m / s], V1 = 0.1 [m / s], and γ1 = 2.0 [m / s]. ² ], γ2 = 3.0 [m / s ² ], and I0 = 1 [A], the average emergency stop deceleration is about 3.0 [m / s ² ], and passengers in the car 1 And the braking distance is not increased.

Furthermore, although only one brake device 7 is shown in the above example, a plurality of brake devices 7 connected in parallel may be used. Thereby, even if one brake device breaks down, the remaining brake devices operate, so the reliability of the entire elevator device can be improved.
Furthermore, in the above example, the brake device 7 is provided in the hoisting machine 4, but may be provided in another position. For example, the brake device may be a car brake mounted on a car, a rope brake that holds the main rope and brakes the car, or the like.
As the suspension means, for example, a rope having a circular cross section or a belt having a flat cross section can be used.

Claims (7)

A hoisting machine having a drive sheave and a motor for rotating the drive sheave;
Suspension means wound around the drive sheave,
A car that is suspended by the suspension means and raised and lowered by the hoisting machine;
A brake device for braking the traveling of the car, and a brake control device for controlling the brake device,
The brake control device includes: a first brake control unit that operates the brake device when an abnormality is detected to emergency stop the car; and the deceleration of the car exceeds a threshold value during an emergency braking operation of the first brake control unit. Then, having a second brake control unit for reducing the braking force of the brake device,
The second brake control unit includes first and second calculation units that perform the operation of reducing the braking force of the brake device independently of each other by calculation processing,
In the first calculation unit, the threshold value is set to change according to the car position,
The elevator apparatus in which the threshold value is set in the second calculation unit in the same manner as the first calculation unit.   The elevator apparatus according to claim 1, wherein the threshold value is set so as to gradually increase toward the terminal floor near the terminal floor.   2. The elevator apparatus according to claim 1, wherein the first and second calculation units detect that a failure has occurred in at least one of the first and second calculation units by comparing the calculation results of each other. .   The said 2nd brake control part invalidates control of the deceleration of the said cage by the said 2nd brake control part, when a failure generate | occur | produces in at least any one of the said 1st and 2nd calculating part. 3. The elevator apparatus according to 3. The brake device has a brake coil, generates an electromagnetic force for releasing the braking force by exciting the brake coil, and generates a braking force by cutting off the power supply to the brake coil. And
The second brake control unit determines that the brake device is in an emergency stop operation when the speed of the car is higher than a predetermined speed and the current of the brake coil is lower than a predetermined value. The elevator apparatus according to claim 1. The brake control device further includes an overspeed monitoring unit that makes an emergency stop of the car when the car speed reaches a preset overspeed,
The elevator apparatus according to claim 1, wherein an overspeed monitoring pattern that gradually decreases toward the terminal floor near the terminal floor is set in the overspeed monitoring unit. Input signals to the first and second arithmetic units are input to the first and second arithmetic units via a common input interface,
The elevator apparatus according to claim 1, wherein output signals from the first and second arithmetic units are output to the outside via a common output interface.

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