Elevator Safety Systems

Abstract

To provide an elevator safety system that can reduce the workload of maintaining and repairing a plurality of brakes provided on a hoisting machine. [Solution] The elevator safety system includes a first brake device (102) and a second brake device (103) provided on the hoist, and a safety controller (1) that brings the car (105) to an emergency stop when it detects an abnormality in the elevator. The safety controller controls the first and second brake devices individually, and is provided with operating brake data that pre-sets either a unilateral operation that operates one of the first brake device and the second brake device, or a bilateral operation that operates both the first and second brake devices, as the brake operation for each of a plurality of safety functions that detects an abnormality, and controls the first and second brake devices based on the operating brake data with the brake operation corresponding to the safety function that detected the abnormality.

Description

[Technical Field]

[0001] The present invention relates to an elevator safety system that detects an abnormality in an elevator and brings the elevator car to an emergency stop. [Background technology]

[0002] In an elevator, a car connected to the main rope is raised and lowered by driving the main rope with a hoist. The hoist is equipped with a brake.

[0003] The brakes are required to have the ability to hold the car when it is stopped, and the braking performance to slow down and stop the car when it is rising or falling. In addition, the door-open running protection device, which is a safety device, requires dual brakes.

[0004] A known prior art technique for dual-braking is described in Patent Document 1.

[0005] In this conventional technology, a first brake and a second brake that constitute a normally operating dual brake are arranged mechanically independent of each other on the hoist. The first brake and the second brake are connected to a power source via their respective brake release contactors and rectifiers. A brake power supply cutoff contactor is connected between the rectifier and the power source. When an abnormality in door-open running is detected, the brake power supply cutoff contactor opens, activating the first brake and the second brake, and stopping the running of the car. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2024-67446 Summary of the Invention [Problem to be solved by the invention]

[0007] In the above-mentioned conventional technology, brake maintenance and repair takes time. Furthermore, depending on the frequency of emergency stop operations, the number of inspections and replacements increases. As such, the above-mentioned conventional technology increases the workload for brake maintenance and repair.

[0008] Therefore, the present invention provides an elevator safety system that can reduce the workload of maintenance and repair of multiple brakes provided on a hoisting machine. [Means for solving the problem]

[0009] To solve the above problems, the elevator safety system of the present invention includes a first brake device and a second brake device provided on a hoisting machine, and a safety controller that brings the elevator car to an emergency stop when an abnormality in the elevator is detected. The safety controller controls the first brake device and the second brake device individually, and is provided with operational brake data that pre-sets either a unilateral operation that activates one of the first brake device and the second brake device, or a bilateral operation that activates both the first brake device and the second brake device, for each of a plurality of safety functions that detects an abnormality, and controls the first brake device and the second brake device based on the operational brake data with a brake operation that corresponds to the safety function that detected the abnormality. [Effects of the Invention]

[0010] According to the present invention, the workload for maintenance and upkeep of a plurality of brake devices provided in a hoisting machine can be reduced.

[0011] Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is an overall configuration diagram showing an elevator according to a first embodiment of the present invention; [Figure 2] FIG. 2 is a functional block diagram illustrating a configuration of a safety controller according to the first embodiment. [Figure 3] FIG. 3 is a data configuration diagram showing an example of operating brake data in the first embodiment. [Figure 4] 4 is a flowchart illustrating an example of the operation of the safety controller in the first embodiment. [Figure 5] 4 is a flowchart illustrating an example of the operation of the safety controller in the first embodiment. [Figure 6] FIG. 10 is a functional block diagram showing the configuration of a safety controller according to a second embodiment. [Figure 7] FIG. 10 is a data configuration diagram showing an example of brake diagnosis data in the second embodiment. [Figure 8] 10 is a flowchart illustrating an example of the operation of a safety controller in the second embodiment. [Figure 9] FIG. 10 is an overall configuration diagram showing an elevator according to a third embodiment. [Figure 10] FIG. 11 is a functional block diagram showing the configuration of a safety controller according to a third embodiment. [Figure 11] 11 is a flowchart illustrating an example of the operation of a safety controller in the third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] An elevator according to one embodiment of the present invention will be described below with reference to the drawings in accordance with Examples 1 to 3. In each drawing, the same reference numerals indicate the same components or components having similar functions. [Example]

[0014] FIG. 1 is a diagram showing the overall configuration of an elevator according to a first embodiment of the present invention.

[0015] The car 105 is connected to a counterweight 107 via a main rope 106 in the hoistway. The main rope 106 is wound around a sheave 104 and a direction-changing pulley 108 provided in the hoisting machine. As a result, the car 105 and the counterweight 107 are suspended on both sides of the sheave 104 via the main rope 106 in the hoistway.

[0016] When power is supplied to a motor M provided in the hoist by a power converter 101 controlled by an elevator controller 100, a sheave 104 is rotated by the motor M. When the rotating sheave 104 drives a main rope 106, a car 105 and a counterweight 107 move between multiple floors in opposite directions within the hoistway.

[0017] A rotary encoder (not shown) is attached to the motor M provided in the hoist. The rotary encoder generates pulses in response to the rotation of the motor M, and the elevator controller 100 counts the pulses. The elevator controller 100 calculates the movement amount and speed of the car 105 by counting the pulses. The car 105 is also provided with a position detection sensor (not shown). The position detection sensor detects a detection plate (not shown) provided at a specific position in the elevator shaft (for example, a predetermined position near the floor position). The elevator controller 100 determines that the car 105 is located at the position where the detection plate is provided, based on the detection signal of the position detection sensor that detected the detection plate.

[0018] The elevator controller 100 controls the operation (speed, acceleration / deceleration, position, etc.) of the car 105 based on the movement amount and speed of the car 105 detected by the rotary encoder, and the position of the car 105 detected by the position detection sensor and the detection plate.

[0019] The brake circuit 2 outputs a brake device power supply to a brake device 102 provided in the motor M via a brake electromagnetic contactor. The brake circuit 3 outputs a brake device power supply to a brake device 103 provided in the motor M via a brake electromagnetic contactor. The power supply 4 outputs a motor drive power supply to the power converter 101 via a motor electromagnetic contactor.

[0020] The braking device power supply and the motor driving power supply may be, for example, a commercial AC power supply.

[0021] When braking the car 105, the elevator controller 100 outputs a brake power supply stop command to each of the brake circuits 2 and 3. Upon receiving the brake power supply stop command, the brake circuits 2 and 3 open the contacts of their respective brake electromagnetic contactors. As a result, the brake circuits 2 and 3 cut off the output of brake power to the brake devices 102 and 103, respectively. Therefore, the brake devices 102 and 103 transition from a release state to a braking state. In this embodiment, the elevator controller 100 thus controls the brake devices 102 and 103 independently.

[0022] Furthermore, when braking the car 105, the elevator controller 100 outputs a power supply stop command to the power supply 4. Upon receiving the power supply stop command, the power supply 4 opens the contacts of the motor electromagnetic contactor and cuts off the output of the motor drive power supply to the power converter 101. This stops the power supply to the motor M.

[0023] Instead of each electromagnetic contactor, a semiconductor switch such as a transistor may be used.

[0024] The car 105 is provided with a car-side door 60. The landing is also provided with a landing-side door 70. When the car 105 is located within a door zone, which is an area where the door can be opened, the car-side door 60 engages with the landing-side door 70 and is opened and closed together with the landing-side door 70 by a door drive device (not shown) provided in the car 105.

[0025] The car 105 is equipped with a safety device 50 that is operated by a governor 20. An endless governor rope 23 that is connected to the car 105 via a connecting member 25 is wound around a governor pulley 21 that the governor 20 is equipped with. The governor rope 23 is also wound around a tension pulley 22 that is provided in a pit at the bottom of the hoistway. The tension pulley 22 applies tension to the governor rope 23. As a result, the governor rope 23 is tensioned tightly in the hoistway in the vertical direction, from the lowest floor to the top floor.

[0026] In the first embodiment, the governor 20 has a known mechanism. Like known governors, the governor 20 operates when the car 105 falls into an overspeed state, and activates the safety device 50 provided below the car 105.

[0027] At the bottom of the elevator shaft, i.e., at the pit, a buffer 30 is provided to receive the car 105 when the car 105 descends beyond the terminal floor.

[0028] Next, a safety system provided in the elevator of the first embodiment will be described.

[0029] When the safety controller 1 determines that there is an abnormality in the operating state of the car 105 based on the signals from the position detector 6, the car door switch 61, the landing door switch 71, and the final limit switch 9, it brings the car 105 to an emergency stop.

[0030] In the first embodiment, the safety controller 1 includes a computer system such as a microcomputer, and executes a predetermined program to perform safety processing. The computer system includes a CPU (Central Processing Unit), memory, a watchdog timer, and a power supply monitoring circuit. In addition, the computer system may have a duplicated CPU to detect CPU processing abnormalities.

[0031] The elevator controller 100 also includes a computer system for operation control. The computer system included in the safety controller 1 and the computer system included in the elevator controller 100 are independent of each other.

[0032] The position detector 6 is attached to the governor pulley 21, which rotates following the movement of the car 105, and detects the amount of rotation of the governor pulley 21. In the first embodiment, a rotary encoder is applied as the position detector 6. The position detector 6 outputs a pulse signal in accordance with the movement of the car 105.

[0033] The safety controller 1 calculates the amount of movement of the car 105 based on the pulse signal input from the position detector 6, and detects the position of the car 105 by accumulating the calculated amount of movement. The safety controller 1 detects the speed of the car 105 by calculating the change over time in the amount of movement of the car 105. Furthermore, the safety controller 1 detects the acceleration / deceleration of the car 105 by calculating the change over time in the calculated speed.

[0034] The position detector 6 may be a rotary encoder that is provided in the car 105, is in contact with the guide rail, and is attached to a rotating roller that rotates as the car 105 moves. Alternatively, the guide rail may be magnetized in a predetermined pattern, and the position of the car 105 may be detected based on a signal from a magnetic detector that detects the magnetization pattern. Furthermore, an image sensor that captures an image of the surface of the guide rail may be provided in the car 105, and the position of the car 105 may be detected based on an image detection signal from the image sensor.

[0035] When the safety controller 1 determines that the detected speed of the car 105 has exceeded a first overspeed (for example, a speed not exceeding 1.3 times the rated speed), it controls the power supply 4 to cut off the power supply to the motor M, and, similar to the elevator controller 100, independently controls the brake devices 102 and 103 using the brake circuits 2 and 3 to bring the car 105 to an emergency stop.

[0036] Furthermore, if the speed of the elevator car 105 exceeds a second overspeed that is greater than the first overspeed (for example, a speed that does not exceed 1.4 times the rated speed), the governor 20 is activated and the emergency stop device 50 is operated, thereby braking the elevator car 105.

[0037] The safety controller 1 in this embodiment controls the brake devices 102 and 103 independently not only when the car 105 falls into an overspeed state as described above, but also when the car 105 is to be brought to an emergency stop.

[0038] When the safety controller 1 determines that one of the doors is open based on the signals from the car door switch 61 and the landing door switch 71, and determines that the car 105 is traveling outside the door zone or a specific zone near a floor based on the signal from the position detector 6, it brings the car 105 to an emergency stop.

[0039] When the safety controller 1 determines, based on a signal from the position detector 6, that the elevator 105 is exceeding a predetermined speed at a predetermined position near the terminal floors (the lowest and highest floors), it forcibly decelerates the elevator 105 and brings it to an emergency stop.

[0040] When the safety controller 1 determines based on a signal from the final limit switch 9 that the car 105 has passed the terminal floor (the lowest floor in FIG. 1), it brings the car 105 to an emergency stop.

[0041] FIG. 2 is a functional block diagram showing the configuration of safety controller 1 in the first embodiment.

[0042] The safety controller 1 includes a safety function execution unit 40, a brake operation determination unit 41, an operation brake data recording unit 42, and a cutoff output unit 43.

[0043] The safety function execution unit 40 receives signals from the final limit switch 9, the car door switch 61, the landing door switch 71, the position detector 6, the emergency stop switch (not shown), etc. Based on the received signals, the safety function execution unit 40 determines the function to be executed as a safety device.

[0044] The function as a safety device is to detect abnormalities in the elevator, for example, to function as a final limit switch that detects if the car 105 has gone too far at the terminal floor, to function as a car door switch and a landing door switch that detect the open state of the car side door 60 and the landing side door 70 while the car 105 is traveling, respectively, to function as an overspeed detection switch that detects if the car 105 is overspeeding, to function as an emergency stop switch that can be manually pressed down to bring the car 105 to an emergency stop, and to function as an open door running protection device (UCMP).

[0045] These safety features preferably include features defined by laws and regulations or standards.

[0046] The safety function execution unit 40 determines the function as a safety device to be executed (hereinafter referred to as "safety function") based on the input signal, and outputs information on the determined safety function.

[0047] The brake operation determination unit 41 determines whether to cut off the output of the brake power supply for either or both of the brake circuits 2 and 3, based on the safety function information from the safety function execution unit 40 and information relating to the operating state of the car 105 obtained from the position detector 6 (such as the position and movement direction of the car 105 in the elevator shaft), by referring to the operation brake data recorded in the operation brake data recording unit 42, which indicates the correspondence between the safety function and the brake to be activated. In other words, it determines whether to transition either or both of the brake devices 102 and 103 to a braking state. The brake operation determination unit 41 outputs the determination result.

[0048] The cutoff output unit 43 outputs a brake power supply output cutoff command signal S to the brake circuit 2 based on the aforementioned determination result from the brake operation determination unit 41. A and a brake power supply output cutoff command signal S to the brake circuit 3. B The tripping output unit 43 outputs either or both of S A ,S B At the same time, a motor power output cutoff command signal S is sent to the power supply 4. C Output.

[0049] Brake circuit 2 is S A When the brake circuit 3 receives the signal, it cuts off the output of the braking power supply to the brake device 102. As a result, the brake device 102 transitions from the released state to the braking state. B When the power supply 4 receives the signal, it cuts off the output of the braking power supply to the braking device 103. As a result, the braking device 103 transitions from the released state to the braking state. C When the power converter 101 receives this signal, it cuts off the output of the motor drive power supply to the power converter 101. This stops the power supply to the motor M.

[0050] FIG. 3 is a data configuration diagram showing an example of the brake operation data recorded in the brake operation data recording unit 42 (FIG. 2) in the first embodiment.

[0051] As shown in Fig. 3, the actuation brake data is table data that defines brake operations for each of a plurality of safety functions. "One side" and "both sides" in the figure indicate that only one of the brake devices 102 and 103 is allowed to operate, and that only both are allowed to operate, respectively. Even if the brake operation defined for a safety function in the actuation brake data is "one side," both brake devices are actuated depending on the operating state of the car 105 (see Fig. 4 described below). Even if the brake operation defined for a safety function in the actuation brake data is "both sides," only one brake device is actuated depending on the operating state of the car 105 (see Fig. 11 described below).

[0052] For example, a final limit switch or an emergency stop switch is defined as one-sided operation. Also, a door-open running protection device is defined as two-sided operation. In this way, for safety functions that require dual brakes, the brake operation is defined as "both sides" in the operational brake data. For safety functions that do not require dual brakes, the brake operation is defined as "one side" in the operational brake data.

[0053] 3 indicates the brake circuit for which the brake operation determination unit 41 has determined to cut off the output of the brake power supply for the safety function, i.e., the aforementioned determination result of the brake operation determination unit 41. Each time the brake operation determination unit 41 outputs a determination result, it records this determination result in the operation brake data recording unit 42 as the "previous operation."

[0054] When determining which brake circuit should cut off the output of the brake power supply for the safety function, the brake operation determination unit 41 refers to the "previous operation" in the operation brake data. As a result, if the brake operation for the safety function is "one-sided," a command to cut off the output of the brake power supply is issued to a brake circuit different from the brake circuit recorded in the "previous operation." This prevents the emergency stop operation from being biased toward one of the brake devices 102 and 103, which would result in the premature consumption of their lifespan.

[0055] 4 is a flowchart showing an example of the operation of the safety controller (FIG. 2) in Example 1. In this example of operation, the safety function (FIG. 3) is an emergency stop switch.

[0056] When the safety controller 1 starts the process, first, in step S101, it determines whether the emergency stop switch has been activated using the safety function execution unit 40. If the safety controller 1 determines that the emergency stop switch has been activated (YES in step S101), it then executes step S102. If the safety controller 1 determines that the emergency stop switch has not been activated (NO in step S101), it ends the series of processes.

[0057] In step S102, the safety controller 1 detects the position of the car 105 based on a signal from the position detector 6 using a position / speed detection unit (not shown), and determines whether the position of the car 105 is near an end floor based on the detected position. Note that the brake operation determination unit 41 may have a function of detecting the position and speed of the car 105 based on a signal from the position detector 6. When the safety controller 1 determines that the position of the car 105 is near an end floor (YES in step S102), it next executes step S103. When the safety controller 1 determines that the position of the car 105 is not near an end floor (NO in step S102), it next executes step S105.

[0058] In step S103, the safety controller 1 uses a position / speed detection unit (not shown) to detect a change in position or speed of the car 105 based on a signal from the position detector 6, and determines whether the moving direction of the car 105 is toward an end floor based on the detected position and the change in position or speed of the car 105 (for example, based on whether the change in position or speed is positive or negative). If the safety controller 1 determines that the moving direction of the car 105 is toward an end floor (YES in step S103), it then executes step S104. If the safety controller 1 determines that the moving direction of the car 105 is not toward an end floor (NO in step S103), it then executes step S105.

[0059] In step S104, the safety controller 1 uses the brake operation determination unit 41 to determine to cut off the output of the brake power supplies from the brake circuits 2 and 3 based on the safety function determined in step S101, i.e., the operation (pressing) of the emergency stop switch, the operating state of the car 105 determined in step S103, i.e., that it is near an end floor and moving toward the end floor, and the operational brake data. Furthermore, the safety controller 1 uses the cutoff output unit 43 to instruct the brake circuits 2 and 3 to cut off the brake power supplies. After executing step S104, the safety controller 1 ends the series of processes.

[0060] Here, the operational brake data allows one-sided operation as the braking operation for the safety function (emergency stop switch operation). However, since the car 105 is near an end floor and moving toward the end floor, if the braking distance is long, the final limit switch 9 may be activated or the car 105 may collide with the buffer 30. Therefore, in order to shorten the braking distance, both the brake device 102 and the brake device 103 are put into a braking state. Therefore, the safety controller 1 commands the brake circuit 2 and the brake circuit 3 to cut off the brake power supply, even though the operational brake data allows one-sided operation as the braking operation.

[0061] If the position of the car 105 is not near an end floor (NO in step S102), or if the car 105 is near an end floor but is not moving in the direction of the end floor (NO in step S103), there is no risk of the final limit switch 9 being activated or the car 105 colliding with the buffer 30. Therefore, the safety controller 1 executes step S105 and subsequent steps to bring one of the brake devices 102 and 103 into a braking state according to the definition of the operating brake data ("one side").

[0062] In step S105, the safety controller 1 uses the brake operation determination unit 41 to refer to the operation brake data (Figure 3) to determine that it is a one-sided operation, and also determines whether the output of the brake power supply for the brake circuit 2 was cut off the last time it was determined that the safety function was an emergency stop switch, based on the operation history of the brake circuit ("previous operation") recorded as the operation brake data.

[0063] When the safety controller 1 determines that the output of the brake power supply for the brake circuit 2 has been cut off (YES in step S105), the safety controller 1 then executes step S106. In this case, the safety controller 1 uses the brake operation determination unit 41 to record "brake circuit 3" as the operation history (previous operation) of the brake circuit in the operation brake data (FIG. 3).

[0064] If the safety controller 1 determines that the output of the brake power supply for the brake circuit 2 has not been shut off (NO in step S105), the safety controller 1 then executes step S107. In this case, the safety controller 1 uses the brake operation determination unit 41 to record "brake circuit 2" as the operation history (previous operation) of the brake circuit in the operation brake data (FIG. 3).

[0065] In step S106, safety controller 1 uses shutoff output unit 43 to issue a command to shut off the brake power supply to brake circuit 3. After executing step S106, safety controller 1 ends the series of processes.

[0066] In step S107, safety controller 1 uses shutoff output unit 43 to issue a command to shut off the brake power supply to brake circuit 2. After executing step S107, safety controller 1 ends the series of processes.

[0067] 5 is a flowchart showing an example of the operation of the safety controller (FIG. 2) in the embodiment 1. In this example of operation, the safety function (FIG. 3) is a device for protecting against running when the door is open.

[0068] When the safety controller 1 starts the process, first, in step S201, it determines whether the door-open running protection device has been activated using the safety function execution unit 40. If the safety controller 1 determines that the door-open running protection device has been activated (YES in step S201), it then executes step S202. If the safety controller 1 determines that the door-open running protection device has not been activated (NO in step S101), it ends the series of processes.

[0069] In step S202, the safety controller 1 uses the brake operation determination unit 41 to refer to the operational brake data based on the safety function determined in step S101, i.e., the door-open running protection device, and determines to cut off the output of the brake power supplies from the brake circuits 2 and 3. Furthermore, the safety controller 1 uses the cutoff output unit 43 to command the brake circuits 2 and 3 to cut off the brake power supplies. In this case, the safety controller 1 uses the brake operation determination unit 41 to record "brake circuits 2 and 3" as the operation history (previous operation) of the brake circuits in the operational brake data ( FIG. 3 ).

[0070] After executing step S202, safety controller 1 ends the series of processes.

[0071] In the operating brake data (Fig. 3), the brake operation for the door-open running protection device is defined as "both sides." Therefore, safety controller 1 commands brake circuits 2 and 3 to shut off the brake power supply.

[0072] As described above, according to the first embodiment, the safety controller includes operating brake data (FIG. 3) in which either a unilateral operation that operates one of the individually controlled brake devices 102, 103 or a bilateral operation that operates both of them is preset as a brake operation for a plurality of safety functions that detect an abnormality in the elevator. The plurality of safety functions include safety functions for which a unilateral operation is set and safety functions for which a bilateral operation is set. Furthermore, the safety controller 1 controls the brake devices 102, 103 with a brake operation corresponding to the safety function that detected the abnormality, based on the operating brake data (FIG. 3).

[0073] This makes it possible to reduce the frequency of operation of the brake devices 102, 103 while satisfying the requirement for brake duplication for one of a plurality of safety functions (the door-open running protection device in the first embodiment). This makes it possible to reduce the frequency of maintenance and repair (inspection, replacement, etc.) of the brake devices 102, 103. This reduces the workload for maintenance and repair of the brake devices 102, 103. Furthermore, since the frequency of bilateral operation of the brake devices 102, 103 during an emergency stop is reduced, the frequency of noise caused by bilateral operation is reduced.

[0074] Furthermore, according to the first embodiment, even if one-sided operation is set for the safety function (emergency stop switch) that detected an abnormality in the operating brake data (FIG. 3), the safety controller 1 performs bilateral operation according to the elevator operation status (steps S102 and S103 in FIG. 4). This provides a braking force that corresponds to the elevator operation status.

[0075] Furthermore, according to the first embodiment, the safety controller 1 records, based on the operational brake data, information on either of the brake devices 102, 103 that controls the brakes from the released state to the braking state by one-sided operation corresponding to the safety function in which the abnormality has been detected, as a brake operation history (previous operation) in the operational brake data (FIG. 3). Furthermore, when controlling the brake devices 102, 103 by one-sided operation, the safety controller 1 controls one of the brake devices 102, 103 from the released state to the braking state, which is different from the brake operation history (steps S106 and S107 in FIG. 4). This prevents the emergency stop operation from being biased toward either the brake device 102 or the brake device 103. [Example]

[0076] FIG. 6 is a functional block diagram showing the configuration of a safety controller in an elevator according to the second embodiment.

[0077] The overall configuration of the elevator according to the second embodiment is the same as that of the first embodiment (FIG. 1).

[0078] The following mainly describes the differences from the first embodiment.

[0079] As shown in FIG. 6, safety controller 1 is provided with brake diagnosis unit 44 and brake diagnosis data recording unit 45, unlike in the first embodiment.

[0080] The brake diagnosis unit 44 estimates the deterioration state of the brake device by referring to the brake diagnosis data, which is data for estimating the deterioration state of the brake, recorded in the brake diagnosis data recording unit 45, based on the information on the elevator operation status obtained from the position detector 6 and the same judgment result as in the first embodiment output by the brake operation judgment unit 41. The brake diagnosis unit 44 outputs a notification signal S D is sent.

[0081] As the notification means, for example, a light emitting diode (LED) provided on a mounting board of the safety controller 1 is applied. D In response to this, the light emitting diode lights up. Also, the safety controller 1 sends a warning signal S D and transmits the annunciation signal S D The elevator controller 100 may issue a warning sound from a speaker upon receiving the notification signal S. D The elevator controller 100 that has received the abnormality alert signal may transmit the abnormality alert signal to a maintenance center or a monitoring center via a communication line (Internet, telephone line, etc.).

[0082] FIG. 7 is a data configuration diagram showing an example of brake diagnosis data recorded in the brake diagnosis data recording unit 45 (FIG. 6) in the second embodiment.

[0083] As shown in FIG. 7, the brake diagnosis data is table data consisting of the number of times the brakes are operated, the brake devices (102, 103) that have operated, the safety functions that have operated, and the braking distance.

[0084] Generally, brake pads in a brake system wear out depending on the number of brake operations. As the brake pads wear out, the gap between the brake pads and the braking part increases, which increases the free-running time before braking begins. As the free-running time increases, the braking distance increases. Therefore, by sequentially recording the number of brake operations and the braking distance, it is possible to estimate the deterioration state of the brake system from the change in braking distance as the number of brake operations increases.

[0085] After the braking devices (102, 103) are activated, the brake diagnosis unit 44 detects the amount of movement of the car 105 based on the signal from the position detector 6, and records the detected amount of movement as a braking distance.

[0086] The brake diagnosis unit 44 detects the operation of the brake devices (102, 103) based on the output of the determination result from the brake operation determination unit 41.A ,S B Based on the output of the brake device (102, 103), the operation of the brake device (102, 103) may be detected.

[0087] The brake diagnosis unit 44 detects the braking distance based on a signal from a position detector 6 that is independent of the rotary encoder attached to the motor M of the hoisting machine. This allows the braking distance to be detected with high accuracy even if slippage occurs between the main rope 106 and the sheave 104.

[0088] FIG. 8 is a flowchart showing an example of the operation of safety controller 1 (FIG. 7) in the second embodiment.

[0089] When the safety controller 1 starts the process, first, in step S301, it determines whether the brake devices (102, 103) have been activated using the brake diagnosis unit 44. If the safety controller 1 determines that the brake devices have been activated (YES in step S301), it then executes step S302. If the safety controller 1 determines that the brake devices have not been activated (NO in step S301), it ends the series of processes.

[0090] In step S302, the safety controller 1 records the number of times the brake device has operated, the brake device that operated, the safety function that operated, and the braking distance (see FIG. 7) as brake diagnosis data using the brake diagnosis unit 44. After executing step S302, the safety controller 1 then executes step S303.

[0091] In step S303, the safety controller 1 uses the brake diagnosis unit 44 to determine whether the braking distance corresponding to the activated safety function is equal to or greater than a predetermined value. This predetermined value is a threshold value for determining deterioration of the brake device. This threshold value is set according to the brake device to be applied.

[0092] If the safety controller 1 determines that the braking distance is equal to or greater than the predetermined value (YES in step S303), it then executes step S304. If the safety controller 1 determines that the braking distance is not equal to or greater than the predetermined value (NO in step S303), that is, if it determines that the braking distance is smaller than the predetermined value, it ends the series of processes.

[0093] In step S304, safety controller 1 uses brake diagnosis unit 44 to notify that the brake device is in a state requiring maintenance such as replacement. After executing step S304, safety controller 1 ends the series of processes.

[0094] When determining whether or not the brake device has deteriorated, as in step S303 described above, signs of deterioration may be detected instead of comparing the braking distance with a predetermined threshold as described above. In this second embodiment, the change in braking distance relative to the number of operations is detected from the number of operations and braking distance accumulated as brake diagnostic data, and the presence or absence of signs of deterioration can be determined based on the detected change in braking distance. If it is determined that there are signs of deterioration, a notification is issued that the brake device is in a state where maintenance, such as replacement, is required.

[0095] According to the second embodiment, the safety controller 1 estimates the deterioration state of the brake devices 102, 103 based on the elevator operation status (braking distance) and information about the brake devices 102, 103 that have been activated in response to the safety function that detected an abnormality. This improves the maintainability of the brake devices 102, 103. [Example]

[0096] FIG. 9 is a diagram showing the overall configuration of an elevator according to a third embodiment of the present invention.

[0097] The following mainly describes the differences from the first embodiment.

[0098] 9, unlike the first embodiment, the car 105 is provided with a load detection device 80 that detects the load condition inside the car 105. An output signal of the load detection device 80 is input to the safety controller 1.

[0099] A load sensor installed under the car is applied as the load detection device 80. Note that a load detection device that detects the number of passengers from a camera image inside the car 105 may also be applied as the load detection device 80.

[0100] FIG. 10 is a functional block diagram showing the configuration of a safety controller 1 according to the third embodiment.

[0101] The brake operation determination unit 41 in Example 3 determines whether to cut off the output of the brake power supply for either or both of the brake circuits 2 and 3 by referring to the operation brake data based on the safety function information from the safety function execution unit 40 and the information on the operating state of the car 105 obtained from the position detector 6, and further based on the load condition inside the car 105 detected by the load detection device 80.

[0102] In the third embodiment, the operating brake data also defines "both sides" as the brake operation depending on the safety function. For example, as in the first embodiment (FIG. 3) described above, "both sides" is defined as the brake operation for the door-open running protection device. Even if "both sides" is defined as the brake operation, one-sided operation of the brake device is permitted depending on the elevator operation status, as will be explained below.

[0103] When there is a large difference between the weight (Wcar) of the car 105 (including passengers) and the weight (Wcw) of the counterweight 107, and the load condition of the car is away from the state where Wcar and Wcw are balanced, i.e., the balance point, the weight difference between the car 105 and the counterweight 107 affects the deceleration of the car 105 in the event of an emergency stop.

[0104] For example, when Wcar < Wcw and the car 105 is descending, an upward braking force of the braking device and an upward force due to the weight difference act on the car 105. Therefore, the deceleration of the car 105 increases, and the braking distance becomes shorter. That is, the upward force due to the weight difference acts to increase the upward braking force of the braking device. Therefore, even if "both sides" is defined as the braking operation in the operating brake data, the one-sided operation of the braking device is permitted. On the other hand, when the car 105 is ascending, the upward force due to the weight difference acts to reduce the downward braking force of the braking device. Therefore, as defined in the operating brake data, the braking operation is a two-sided operation.

[0105] As described above, when the car 105 is emergently stopped, even if the load situation deviates from the balance point, if the driving direction of the car 105 and the direction of the force acting on the car 105 due to the load situation (weight difference), that is, the direction of the acceleration due to this force, are not the same but opposite to each other, even if "both sides" is defined as the braking operation, the one-sided operation of the braking device is permitted.

[0106] FIG. 11 is a flowchart showing an operation example of the safety controller 1 (FIG. 9) in the third embodiment. In this operation example, the safety function (FIG. 3) is the door-opening travel protection device.

[0107] When starting the process, the safety controller 1 first determines, in step S401, whether the door-opening travel protection device has been activated using the safety function execution unit 40. When the safety controller 1 determines that the door-opening travel protection device has been activated (YES in step S401), it then executes step S402. When the safety controller 1 determines that the door-opening travel protection device has not been activated (NO in step S401), it ends the series of processes.

[0108] In step S402, the safety controller 1 uses a load condition detection unit (not shown) to determine whether the load condition is close to the balance point based on a signal from the load detection device 80. In this embodiment, the safety controller 1 determines whether the load condition is within ±5% of the balance point. Note that the allowable deviation from the balance point is not limited to ±5% and can be set appropriately depending on the elevator.

[0109] If the safety controller 1 determines that the deviation is within ±5% of the balance point (YES in step S402), it then executes step S403. If the safety controller 1 determines that the deviation is outside ±5% of the balance point (NO in step S402), it then executes step S404.

[0110] In step S403, safety controller 1 uses brake operation determination unit 41 to refer to the "previous operation" in the actuation brake data ( FIG. 3 ) recorded in actuation brake data recording unit 42, and determines to cut off the output of the brake power supply from either brake circuit 2 or brake circuit 3, which is different from the brake circuit that actuated last time. Furthermore, safety controller 1 uses cutoff output unit 43 to issue a command to cut off the brake power supply to brake circuit 2 or brake circuit 3, which has been determined to cut off the output of the brake power supply. After executing step S403, safety controller 1 ends the series of processes.

[0111] In step S404, the safety controller 1 determines whether the driving direction of the car 105 is the same as the direction of acceleration until braking begins due to the load situation inside the car 105, that is, the direction of the force caused by the weight difference between the car 105 and the counterweight 107. If the safety controller 1 determines that they are not the same (NO in step S404), it then executes step S403. If the safety controller 1 determines that they are the same (YES in step S404), it then executes step S405.

[0112] In step S405, safety controller 1 uses brake operation determination unit 41 to refer to the operation brake data (FIG. 3) and determine to cut off the output of the brake power supply from both brake circuit 2 and brake circuit 3. Furthermore, safety controller 1 uses cutoff output unit 43 to issue a command to cut off the brake power supply to brake circuit 2 and brake circuit 3, which have been determined to cut off the output of the brake power supply. After executing step S405, safety controller 1 ends the series of processes.

[0113] When the driving direction and the direction of acceleration due to the load situation are the same, the direction of the force caused by the weight difference is the same as the direction of movement, so the force caused by the weight difference acts to reduce the braking force of the brake device (in the direction opposite to the driving direction). Therefore, as defined in the operational brake data, only bilateral operation of the brake device is allowed as braking operation. Therefore, the safety controller 1 executes step S405.

[0114] On the other hand, when the driving direction and the direction of acceleration due to the load situation are different, the direction of the force caused by the weight difference is opposite to the direction of movement, so the force caused by the weight difference acts to increase the braking force of the brake device (in the direction opposite to the traveling direction). Therefore, one-sided operation of the brake device is permitted as the braking operation. Therefore, the safety controller 1 executes the above-mentioned step S403.

[0115] According to the third embodiment, even if a bilateral operation is set for the safety function (door-open running protection device) that detected an abnormality in the operating brake data (FIG. 3), the safety controller 1 performs a unilateral operation according to the elevator operation status (steps S402 and S404 in FIG. 4). This makes it possible to obtain a braking force according to the elevator operation status, and to reduce the frequency of emergency stop operations of the brake devices 102 and 103.

[0116] Furthermore, the safety controller 1 outputs a notification signal S in accordance with the estimated deterioration state. DThis improves the maintainability of the brake device 102 and the brake device 103.

[0117] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to add, delete, or replace part of the configuration of the embodiments with other configurations.

[0118] For example, the elevator may have a machine room, or may be a so-called machine room-less elevator that does not have a machine room. [Explanation of symbols]

[0119] 1 Safety Controller 2,3 Brake circuit 4 Power source 6 Position detector 9 Final Limit Switch 20 Governor 21 Governor pulley 22 Tension pulley 23 Governor Rope 25 Connecting member 30 buffer 40 Safety Function Execution Unit 41 Brake operation determination unit 42 Brake operation data recording unit 43 Cut-off output section 44 Brake diagnostic section 45 Brake diagnostic data recording unit 50 Emergency stop device 60 Car side door 61 Cage door switch 70 Platform side door 71 Platform door switch 80 Load detection device 100 Elevator Controller 101 Power Converter 102,103 Brake equipment 104 Sheaves 105 Car 106 Main Rope 107 Counterweight 108 Direction change pulley

Claims

1. a first brake device and a second brake device provided on the hoisting machine; A safety controller that brings the elevator car to an emergency stop when it detects an abnormality; In an elevator safety system comprising: The safety controller and operating brake data in which either a one-sided operation for operating one of the first brake device and the second brake device or a two-sided operation for operating both the first brake device and the second brake device is preset as a brake operation for a plurality of safety functions that individually control the first brake device and the second brake device and detect the respective abnormalities, and controlling the first brake device and the second brake device based on the operational brake data in the brake operation corresponding to the safety function that detected the abnormality.

2. 2. The elevator safety system of claim 1, The elevator safety system, wherein the plurality of safety functions include a first safety function for which the one-sided operation is set and a second safety function for which the two-sided operation is set.

3. 3. The elevator safety system of claim 2, The elevator safety system is characterized in that the safety controller controls the first brake device and the second brake device by the bilateral operation in response to the first safety function that detects the abnormality, depending on the operating status of the elevator.

4. 3. The elevator safety system of claim 2, The safety controller controls the first brake device and the second brake device by the unilateral operation in response to the second safety function that has detected the abnormality, depending on the operating status of the elevator.

5. 2. The elevator safety system of claim 1, the safety controller records, based on the operational brake data, information on which of the first brake device and the second brake device is controlled from a released state to a braking state by the unilateral operation corresponding to the safety function in which the abnormality has been detected, as a brake operation history in the operational brake data; When the safety controller controls the first brake device and the second brake device by the one-sided operation, the safety controller controls either the first brake device or the second brake device, which is different from the brake operation history, from the released state to the braked state.

6. 2. The elevator safety system of claim 1, The safety controller An elevator safety system characterized by estimating the deterioration state of the first brake device and the second brake device based on the operating status of the elevator and information regarding the first brake device and the second brake device that were activated in response to the safety function that detected the abnormality.

7. 7. The elevator safety system of claim 6, The elevator safety system is characterized in that the safety controller outputs an alarm signal in accordance with the estimated deterioration state.

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