JPS6047192B2 - Automatic landing device during elevator power outage - Google Patents

Description

【発明の詳細な説明】 この発明は停電時エレベータのかごを自動着床させる装
置の改良に関するものてある。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a device for automatically landing an elevator car on a floor during a power outage.

一般に、エレベータが走行中に停電になると、ブレーキ
が断たれてかごは停止する。Generally, if a power outage occurs while an elevator is running, the brakes are cut off and the car stops.

しかし、この場合、かこが最寄り階の戸開閉可能区間内
に停止できる確率は非常に小さく、ほとんどが階床と階
床の中間に停止する。そのため、かこ内の乗客はかご内
に閉じ込められてしまい、かん詰状態となる。そして、
正常電源が復帰するか、自家発電源が確立するまでエレ
ベータは運転不能になるから、乗客は不安感と焦燥感を
抱くことになる。However, in this case, the probability that the car will stop within the door opening/closing area of the nearest floor is very small, and most cars will stop between floors. As a result, the passengers inside the car are trapped inside the car, resulting in a jammed state. and,
Passengers will feel anxious and anxious because the elevator will be unable to operate until normal power is restored or private power is established.

このような事態を回避するために、停電時かごの保有す
る慣性エネルギや位置エネルギを利用した停電時自動着
床装置や、直流小型補助電動機にて駆動して乗客を救出
する停電時自動着床装置が種々考案されている。In order to avoid such situations, we have introduced an automatic landing device during a power outage that utilizes the inertial energy and potential energy of the car during a power outage, and an automatic landing device during a power outage that is driven by a small DC auxiliary motor to rescue passengers. Various devices have been devised.

しかし、前者は例えば、かご側総重量がつり合いおもり
側総重量と等しい平衡負荷に近い状態で、起動直後に停
電となつた場合や、階間の長い区間を走行中に停電とな
つた場合は、停電時かごの保有する慣性エネルギが最寄
り階に到達するに十分でなく、乗客をかん詰め状態に陥
れることがある。However, the former applies, for example, when a power outage occurs immediately after startup in a state where the total weight on the car side is close to a balanced load equal to the total weight on the balance weight side, or when a power outage occurs while driving in a long section between floors. In the event of a power outage, the inertial energy possessed by the car may not be sufficient to reach the nearest floor, resulting in passengers being trapped.

巻上機の効率によつても異なるが、歯車付エレベータを
例にとると、約１０〜２０％の確率てかん詰め状態にな
つている。この装置は救出可能な’場合にはその機能か
ら救出時間は短く、またブレーキを開放し、かつ制御回
路を付勢するだけの蓄電池容量さえあればよいから、蓄
電池容量は小さく安価となる。しかし、その反面、慣性
エネルギ及び位置エネルギのみに頼るから、前述のよう
に１００％救出は不可能である。一方、後者においては
、確実に救出は可能であるが、停電後いつたんブレーキ
をかけて停止させ、時限リレーの動作後、直流少形補助
電動機にて低速で駆動するので、救出時間は長くなる。Although it depends on the efficiency of the hoisting machine, if we take a geared elevator as an example, there is a probability of about 10 to 20% that the elevator will be packed. If this device can be rescued, the rescue time is short due to its function, and since the storage battery capacity is sufficient to release the brake and energize the control circuit, the storage battery capacity is small and inexpensive. However, on the other hand, as mentioned above, 100% rescue is impossible because it relies only on inertial energy and potential energy. On the other hand, in the latter case, rescue is definitely possible, but the rescue time will be longer because the brakes will be applied immediately after the power outage to stop the vehicle, and after the timed relay is activated, the vehicle will be driven at low speed by a small DC auxiliary motor. .

また蓄電池容量も前者に比べて直流小形補助電動機で駆
動する分だけ大きなものが必要となる。この発明は上記
不具合を解消するので、停電時かごを小形補助電動機に
よつて駆動して乗客を確実に救出し、かつこれが小容量
の蓄電池によつて実現し得るエレベータの停電時自動着
床装置を提供するこを目的とする。以下、第１図〜第３
図によりこの発明の一実施例を説明する。Also, the storage battery capacity is required to be larger than the former because it is driven by a small DC auxiliary motor. The present invention solves the above-mentioned problems, and is capable of reliably rescuing passengers by driving the car with a small auxiliary motor during a power outage, and is capable of realizing this using a small-capacity storage battery. The purpose is to provide Below, Figures 1 to 3
An embodiment of the present invention will be explained with reference to the drawings.

第１図中、１は駆動用主電動機（図示しない）によつて
駆動される綱車、２はかご、３はつり合いおもり、４は
主索、５は綱車１に直接又は間接的に連結された歯車、
６は直流小形補助電動機、７はピニオンで電動機６に通
電されたときのみピニオン７が歯車５とかみ合うように
なつている。In Fig. 1, 1 is a sheave driven by a main drive motor (not shown), 2 is a cage, 3 is a counterweight, 4 is a main rope, and 5 is connected directly or indirectly to the sheave 1. gears,
6 is a small DC auxiliary motor; 7 is a pinion; the pinion 7 meshes with the gear 5 only when the motor 6 is energized.

第２図中、Ｎ＋，Ｎ−は平常電源、Ｅ＋，Ｅ−は蓄電池
電源、８は停電検出リレーて、８ａ〜８ｈはその常開接
点、８ｊ，８ｋは同じく常閉接点、９は平常時における
ブレーキ開放条件接点群、１０は電磁ブレーキコイルで
、付勢されると駆動用主電動機を解放し、消勢されると
主電動機はバネカて制動される。１１は停電時のブレー
キ開放リレーで、１１ａ，１１ｂはその常開接点、１２
は戸開閉可能区間検出機械的接点群、１３は戸開閉可能
区間検出リレーで、１３ａはその常閉接点、１４はかこ
２の速度が所定速度■未満てあれは閉成し、所定速度Ｖ
以上てあれは開放する速．度検出リレー接点で、所定速
度Ｖはかご２が戸開閉可能区間に達したとき電磁ブレー
キを作用させれば、かご２がいかなる負荷状態でも戸開
閉可能区間内に停止し得るように設定された速度てある
。In Figure 2, N+ and N- are normal power supplies, E+ and E- are storage battery power supplies, 8 is a power failure detection relay, 8a to 8h are normally open contacts, 8j and 8k are normally closed contacts, and 9 is a normal power supply. In the brake release condition contact group 10, an electromagnetic brake coil releases the driving main motor when energized, and brakes the main motor using a spring when deenergized. 11 is a brake release relay in the event of a power outage, 11a and 11b are its normally open contacts, and 12
13 is a door opening/closing area detection mechanical contact group, 13 is a relay for detecting a door opening/closing area, 13a is its normally closed contact, 14 is a closed contact when the speed of frame 2 is less than a predetermined speed ■, and the predetermined speed V
That's the speed of opening. The predetermined speed V is set at the speed detection relay contact so that if the electromagnetic brake is applied when car 2 reaches the door opening/closing area, car 2 can be stopped within the door opening/closing area under any load condition. It has speed.

１５はかご２の速度が零になると閉成される．零速検出
リレー接点、１６は付勢されると一定時間後に動作し消
勢されると直ちに復帰する限時動作形時限リレーで、１
６ａ，１６ｂはその常開接点、１７は付勢されると第１
図のピニオン７を突出させ歯車５とかみ合わせるピニオ
ン突出用コイ・ル、１８は正常運転時の上昇運転リレー
、１８ａ〜１８ｃはその常開接点、１９は同じく下降運
転リレーで、１９ａ〜１９ｃはその常開接点、２０は上
昇運転条件接点群、２１は下降運転条件接点群である。15 is closed when the speed of car 2 becomes zero. The zero speed detection relay contact 16 is a time-limited relay that operates after a certain period of time when it is energized and returns immediately when it is de-energized.
6a and 16b are normally open contacts, and 17 is the first contact when energized.
The pinion ejecting coil that causes the pinion 7 in the figure to protrude and mesh with the gear 5, 18 is a rising operation relay during normal operation, 18a to 18c are its normally open contacts, 19 is also a descending operation relay, and 19a to 19c are The normally open contacts 20 are a group of upward operation condition contacts, and 21 are a group of downward operation condition contacts.

第３図中、ａは平衡負荷に近い負荷で走行中に停電とな
つた場合、ｂはかご側総重量とおもり側総重量のいずれ
か重い方を下降させる方向（以下「下げ荷方向］という
）に走行中停電になつた場合、ｃは逆にかご側総重量と
おもり側総重量のいずれか重い方を上昇させる方向（以
下「上げ荷方向」という）に走行中停電となつた場合を
示しており、横軸を時間、縦軸をかこ速度で表わしてあ
ｌる。点ｚは停電した点、Ａはその時間、Ｂは惰行して
自然停止した点、Ｃは補助電動機６は起動した点、Ｄは
同じく補助電動機６の駆動トルクと負荷トルクが等しく
なり定速走行に移つた点、Ｅ，Ｋ，Ｑはブレーキにより
制御トルクが作用し始めた点、Ｆ，Ｌ，Ｒは戸開閉可能
区間内停止点、Ｇ，Ｉ，Ｎはかご速度がＶ以上になつた
ことにより制御トルクが作用し始めた点で、反対にＨ，
Ｊ，Ｐは制御トルクが解かれる点、Ｍは方向反転する点
、辱は戸開閉可能区間である。次に、この実施例の動作
を説明する。In Figure 3, a indicates the direction in which the heavier of either the total weight of the car or the total weight of the weight is lowered (hereinafter referred to as the "lowering direction") if a power outage occurs while the car is running with a load close to the balanced load. ), and conversely, c refers to the case where a power outage occurs while the vehicle is traveling in the direction of lifting either the car side gross weight or the weight side gross weight, whichever is heavier (hereinafter referred to as the "lifting direction"). The horizontal axis represents time and the vertical axis represents speed. Point z is the point where the power outage occurred, A is the time, B is the point where the vehicle coasted to a natural stop, C is the point where the auxiliary electric motor 6 started, and D is the point where the drive torque of the auxiliary electric motor 6 and the load torque are equal and the vehicle is running at a constant speed. , E, K, and Q are the points where the control torque starts to be applied by the brake, F, L, and R are the stopping points within the door opening/closing area, and G, I, and N are the points where the car speed has exceeded V. At the point where the control torque starts to act, on the contrary, H,
J and P are the points at which the control torque is released, M is the point at which the direction is reversed, and J is the section where the door can be opened and closed. Next, the operation of this embodiment will be explained.

まず、平衡負荷で走行中に停電となつた場合（第３図ａ
）について説明する。First, if a power outage occurs while driving with a balanced load (Fig. 3 a)
) will be explained.

かご２は上昇運転中、点Ｚで停電になると停電検出リレ
ー８は消勢され、接点８ａ〜８ｈは開放し、接点８ｊ，
８ｋは閉成する。When car 2 is in ascending operation and a power outage occurs at point Z, power outage detection relay 8 is deenergized, contacts 8a to 8h are opened, and contacts 8j,
8k is closed.

かご速度が所定速度■未満であれば速度検出リレー接点
１４は閉成しているから、Ｅ＋ −８ｊ−１３ａ−１４
−１１−８ｋ上−の回路でブレーキ開放リレー１１が付
勢され、接点１１ａ，１１ｂは閉成する。Ｅ＋ −８ｊ
−１１ａ−１０−１１ｂ−８ｋ上−の回路で電磁ブレー
キコイル１０が付勢されるので、ブレーキは開放状態を
保つ。したがつて、かご２は惰行することになるが、平
衡負荷に比較的近い負荷であるから、徐々に速度は低下
する。すなわち、曲線ＺＢのような経過をたどる。三角
形ＺＡＢの面積（惰行距離）が最寄り階まての距離より
短いと階間中途て停止する。一般にこのような状態とな
るのは歯車付エレベータの場合、停電した位置、速度、
階床間隔にもよるが、停電回数の２０％に及ふことがあ
る。点Ｂでかご速度が零になると、零速検出リレー接点
１５は閉成し、一定時限後（時間？後）時限リレー１６
の接点１６ａは閉成して時限リレー１６は自己保持し、
また接点１６ｂを閉成する。一方、上昇運転リレー１８
は、このときＥ＋ −８ｊ−１８ａ−１８−８ｋ上−の
回路で自己保持しているので、接点１８ｂ，１８ｃは閉
成している。したがつて、Ｅ＋−８ｊ−１３ａ−１４−
１６ｂ−１８ｂ−６一１８ｃ−８ｋ上−の回路により、
補助電動機６は起動する。この回転方向はかご２が下降
方向に動くように選択されている。それと同時に、ピニ
オン突出用コイル１７も付勢されるため、ピニオン７は
歯車５とかみ合い、補助電動機６の発生トルクが伝達さ
れ、点Ｃから駆動を開始する。補助電動機６の発生トル
クと負荷トルクが等しくなる点Ｄから定速走行すること
になり、かご２の床が最寄り階の戸開閉可能区間又Ｙに
入ると、接点群１２は閉成し、Ｅ＋ −８ｊ−１２−１
３−８ｋ上−の回路て戸開閉可能区間検出リレー１３は
付勢され、接点１３ａは開放する。そのため、補助電動
機６は消勢され、その発生トルクは零となり、ピニオン
７も元に戻る。また、リレー１１も消勢されるため、電
磁ブレーキコイル１０も消勢されて点Ｅで制御トルクが
作用し、かご２は減速、停止し点Ｆに至る。かご速度の
軌跡を曲線小ＣＤＥＦで示す。次に、下げ荷方向に走行
中停電となつた場合（第３図ｂ）について説明する。If the car speed is less than the predetermined speed ■, the speed detection relay contact 14 is closed, so E+ -8j-13a-14
The brake release relay 11 is energized by the circuit above -11-8k, and the contacts 11a and 11b are closed. E+ -8j
Since the electromagnetic brake coil 10 is energized by the circuit above -11a-10-11b-8k, the brake remains open. Therefore, car 2 will coast, but since the load is relatively close to the equilibrium load, the speed will gradually decrease. In other words, it follows a course like curve ZB. If the area of triangle ZAB (coasting distance) is shorter than the distance to the nearest floor, the vehicle will stop halfway between floors. Generally, this situation occurs in the case of geared elevators, depending on the location, speed, and location of the power outage.
Depending on the floor spacing, this can account for up to 20% of power outages. When the car speed becomes zero at point B, the zero speed detection relay contact 15 closes, and after a certain period of time (hour?) the time limit relay 16 closes.
The contact 16a is closed and the time relay 16 is self-holding,
Also, the contact 16b is closed. On the other hand, the rising operation relay 18
At this time, since the E+-8j-18a-18-8k upper circuit is self-maintaining, the contacts 18b and 18c are closed. Therefore, E+-8j-13a-14-
By the circuit of 16b-18b-6 - 18c-8k,
The auxiliary electric motor 6 is started. This direction of rotation is selected such that the car 2 moves in the downward direction. At the same time, the pinion protruding coil 17 is also energized, so the pinion 7 meshes with the gear 5, the torque generated by the auxiliary motor 6 is transmitted, and driving starts from point C. The car will travel at a constant speed from point D where the generated torque of the auxiliary motor 6 and the load torque are equal, and when the floor of the car 2 enters the door opening/closable area of the nearest floor or Y, the contact group 12 closes and E+ -8j-12-1
The door openable/closeable section detection relay 13 in the circuit 3-8k above is energized and the contact 13a is opened. Therefore, the auxiliary electric motor 6 is deenergized, its generated torque becomes zero, and the pinion 7 also returns to its original state. Furthermore, since the relay 11 is also deenergized, the electromagnetic brake coil 10 is also deenergized, and a control torque is applied at point E, causing the car 2 to decelerate and stop, reaching point F. The locus of car speed is shown by the curve small CDEF. Next, a case will be described in which a power outage occurs while the vehicle is traveling in the direction of unloading (FIG. 3b).

点ｚで停電になると、平衡負荷に近い負荷で走行中の場
合と同様にブレーキは開放状態を保ち惰行するが、その
不平衡負荷重によつてかごは増速する。When a power outage occurs at point z, the brakes remain open and the car coasts, just as it would when running with a load close to the balanced load, but the car speeds up due to the weight of the unbalanced load.

そして、かご速度が所定速度Ｖ以上になると接点１４が
開放し、リレー１１が消勢されるから電磁ブレーキコイ
ル１０も消勢し、点Ｇでブレーキがかかり減速する。か
こ速度が所定速度Ｖよりも低くなると、接点１４が閉成
してリレー１１が付勢され、接点１１ａ，１１ｂが閉成
して再び電磁ブレーキコイル１０が付勢されたブレーキ
が開放し、点Ｈて再ひ増速し、以下１，Ｊと繰り返えす
。かご床が戸開閉可能区間Ｗに入ると、リレー１３が付
勢され、接点１３ａは開放し、リレー１１は消勢され、
電磁ブレーキコイル１０が消勢されブレーキがかかり、
戸開閉可能区間Ｗ内のＬ点に停止する。かこ速度の軌跡
を曲線ＺＧＨＩＪＫＬて示す。Then, when the car speed reaches a predetermined speed V or more, the contact 14 is opened and the relay 11 is deenergized, so the electromagnetic brake coil 10 is also deenergized, and the brake is applied at point G to decelerate. When the car speed becomes lower than the predetermined speed V, the contact 14 is closed, the relay 11 is energized, the contacts 11a and 11b are closed, and the brake with the electromagnetic brake coil 10 energized is released, and the brake is turned off. Increase the speed again with H, and repeat 1 and J. When the car floor enters the door opening/closing area W, the relay 13 is energized, the contact 13a is opened, and the relay 11 is deenergized.
The electromagnetic brake coil 10 is deenergized and the brake is applied.
It stops at point L within the door opening/closing area W. The trajectory of the car speed is shown by a curve ZGHIJKL.

次に、上げ荷方向に走行中停電となつた場合（第３図ｃ
）について説明する。Next, if a power outage occurs while traveling in the direction of loading (Fig. 3 c)
) will be explained.

点ｚで停電になると、平衡負荷に近い負荷の楊合と同様
、ブレーキは開放状態を保ち惰行するが、不平衡荷重に
より急激に減速し点Ｍでいつたん速度零となり、その後
惰行方向が反転増速する。When a power outage occurs at point Z, the brakes remain open and the vehicle coasts, similar to when a load close to a balanced load is coupled, but due to the unbalanced load, the vehicle suddenly decelerates and suddenly reaches zero speed at point M, after which the coasting direction is reversed. Increase speed.

このときは、時限リレー１６は動作しない。そして、所
定速度Ｖ以上になると、下げ荷方向の場合と同様点Ｎで
ブレーキがかかり減速し、以下曲線ＮＰＱのような経過
となる。かご床が戸開閉可能区附区Ｙに入ると、リレー
１３が付勢し、接点１３ａが開放するのでリレー１１が
消勢され、電磁ブレーキコイル１０が消勢されてブレー
キがかかつて戸開閉可能区間？杓のＲ点で点止する。か
ごの速度の軌跡を曲線ＺＭＮＰＱＲで示す。上記運転に
より、かご２内の乗客は最寄り階に救出される。このよ
うにして、かご２走行時の慣性エネルギ又はかご２とつ
り合うおもり３の不平衡エネルギでかご２を動かし得る
場合には、そのエネルギが利用されるので迅速な救出が
可能であり、このエネルギが、乗客を救出するのに十分
でない場合は、補助電動機６で動かすので確実な救出が
可能である。At this time, the time relay 16 does not operate. Then, when the speed reaches a predetermined speed V or higher, the brake is applied at point N to decelerate the speed, as in the case of the unloading direction, and the flow progresses as shown by the curve NPQ. When the car floor enters area Y where the door can be opened and closed, the relay 13 is energized and the contact 13a is opened, so the relay 11 is deenergized and the electromagnetic brake coil 10 is deenergized and the brake is activated, allowing the door to be opened and closed. section? Stop at the R point of the ladle. The trajectory of the car speed is shown by a curve ZMNPQR. Through the above operation, the passengers in car 2 are rescued to the nearest floor. In this way, if the car 2 can be moved by the inertia energy when the car 2 runs or by the unbalanced energy of the weight 3 that balances the car 2, that energy is used, so a quick rescue is possible. However, if this is not sufficient to rescue the passenger, the auxiliary electric motor 6 is used to move the passenger, thereby ensuring rescue.

したがつて、補助電動機６は、かご２が惰行するエネル
ギを持たない平衡負荷に極めて近い状態の場合だけ用い
られるから、要求されるトルクは小さく小形なものを用
いることができる。また補助電動機６にぐる運転時かご
２をそれ以前の運転方向と逆の方向に動かすようにした
のは、補助電動機６に要求されるトルクを更に小さくす
るためである。すなわち、上げ荷方向の方が階間て停止
する可能性が高く、その楊合逆方向へ動かノすと下げ荷
運転となりわずかなトルクでかご２を動かすことができ
るからである。また、救出運転の８割程度は走行時の慣
性エネルギ又はかご２とつり合おもり３の不平衡エネル
ギで行われるので、補助電動機６の電源である蓄７電池
も小容量のものでよい。Therefore, the auxiliary motor 6 is used only when the car 2 does not have the energy to coast and is very close to a balanced load, so the required torque is small and a small motor can be used. Furthermore, the reason why the car 2 is moved in the opposite direction to the previous driving direction during round operation by the auxiliary electric motor 6 is to further reduce the torque required from the auxiliary electric motor 6. That is, the car 2 is more likely to stop between floors in the lifting direction, and moving in the opposite direction results in lowering operation, and the car 2 can be moved with a small amount of torque. Furthermore, since approximately 80% of the rescue operation is performed using the inertial energy during running or the unbalanced energy of the car 2 and the counterweight 3, the storage battery 7 that is the power source for the auxiliary motor 6 may also have a small capacity.

第４図はこの発明の他の実施例を示す。FIG. 4 shows another embodiment of the invention.

図中、２０は付勢されると直ちに動作し消勢されると一
定時限後に復帰する限時動作形時限リレーて、２０ａ，
２０ｂはその常開接点である。In the figure, 20 is a time-limited relay that operates immediately when it is energized and returns after a certain period of time when it is de-energized; 20a,
20b is its normally open contact.

平常時時限リレー２０は付勢され、接点２０ａ，２０ｂ
は開放している。かご２が走行中停電になると、ブレー
キコイル１０は消勢されてかご２は停止する。停電後一
定時間経過すると、時限リレー２０は復帰し、接点２０
ａ，２０ｂは閉成して蓄電池電渡Ｅ＋，Ｅ−から電力が
与えられる。このとき、．かご２が最寄り階の戸開閉可
能区間▼奥にあり、かつ速度が所定速度Ｖ未満であれば
、接点１３ａ，１４は閉成するため、ブレーキ開放リレ
ー１１は付勢され、接点１１ａ，１１ｂは閉成して電磁
ブレーキは開放する。そして、平衡負荷状態のためかご
２が停止し一定時間経過すれば、接点１５の閉成により
時限リレー１６は付勢されて自己保持し、接点１６ｂは
閉成する。これにより、かご２の補助電動機６によつて
駆動される。このときのかご２の駆動方向は例えば下降
方向に設定しておけばよい。電磁ブレーキが開放したと
き、不平衡負荷によりかこ２は上又は下へと動くときは
、第３図ｃで説明したように、時限リレー１６は動作せ
ず、接点１６ｂは閉成しないので、補助電動機６は動作
しない。Normal time relay 20 is energized and contacts 20a, 20b
is open. If a power outage occurs while the car 2 is running, the brake coil 10 is deenergized and the car 2 stops. After a certain period of time has passed after the power outage, the time relay 20 returns to normal and the contact 20
a, 20b are closed and power is applied from the storage battery voltages E+, E-. At this time,. If the car 2 is at the back of the door opening/closing area of the nearest floor and the speed is less than the predetermined speed V, the contacts 13a and 14 are closed, so the brake release relay 11 is energized, and the contacts 11a and 11b are closed. When closed, the electromagnetic brake is released. Then, when the car 2 stops due to the balanced load state and a certain period of time has elapsed, the time relay 16 is energized and self-held by the closing of the contact 15, and the contact 16b is closed. As a result, it is driven by the auxiliary electric motor 6 of the car 2. The driving direction of the car 2 at this time may be set, for example, to the downward direction. When the electromagnetic brake is released, when the cage 2 moves upward or downward due to an unbalanced load, the time relay 16 does not operate and the contact 16b does not close, as explained in FIG. Electric motor 6 does not operate.

以後の動作は既述したとおりであつて、かご２は最寄り
階の戸開閉可能区間Ｗ内に停止する。この実施例におい
ても、かご２が動かない場合，のみ補助電動機６が動作
するのて、補助電動機６は小形なものでよい。The subsequent operation is as described above, and the car 2 stops within the door opening/closing area W of the nearest floor. Also in this embodiment, the auxiliary motor 6 operates only when the car 2 does not move, so the auxiliary motor 6 may be small.

以上説明したとおりこの発明では、かご駆動用主電動機
とは別に、この主電動機の軸と係合してこれを回転させ
る補助電動機を設け、平常電源の！停電時非常電源によ
つて電磁ブレーキの開放を保持してかごを自走させ、こ
のかごが階床位置に停止しなかつたとき、補助電動機に
よりかこを走行させるようにしたので、それに要求され
るトルクは小さく、補助電動機を小形にすることができ
、非常電源の容量も小さくすることができるとともに、
迅速で確実な救出を行うことができる。As explained above, in this invention, in addition to the main motor for driving the car, an auxiliary motor that engages with the shaft of the main motor to rotate it is provided, and the normal power source is increased. In the event of a power outage, the electromagnetic brake is held open using the emergency power supply to allow the car to run on its own, and when the car does not stop at the floor position, the auxiliary electric motor is used to make the car run. The torque is small, the auxiliary motor can be made smaller, and the capacity of the emergency power supply can be made smaller.
A quick and reliable rescue can be carried out.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図はこの発明によるエレベータの停電時自動着床装
置の一実施例を示す構成図、第２図は同じく回路図、第
３図は救出運転態様を示す速度対時間の関係図、第４図
はこの発明の他の実施例を示す回路図である。 ２・・・・・・かご、３・・・・・つり合いおもり、５
・・・・・・歯車、６・・・・・・直流小形補助電動機
、７・・・・・ゼニオン、８・・・・・・停電検出リレ
ー、９・・・・・・平常時のブレーキ開放条件接点群、
１０・・・・・・電磁ブレーキコイル、１１・・・・・
・停電時のブレーキ開放リレー、１２・・・・戸開閉可
能区間検出接点群、１３・・・・・戸開閉可能区間検出
リレー、１４・・・・・速度検出リレー接点、１５・・
・・・・零速検出リレー、１６・・・・・・限時動作形
時限リレー、１７・・・・・ゼニオン突出用コイル、１
８・・・・上昇運転リレー、１９・・・・・・下降運転
リレー、Ｎ＋，Ｎ−・・・・・・平常電源、Ｅ＋，Ｅ−
・・・・・・蓄電池電源、なお、図中同一部分は同一符
号により示す。FIG. 1 is a configuration diagram showing an embodiment of an automatic landing device for elevators during a power outage according to the present invention, FIG. 2 is a circuit diagram thereof, FIG. 3 is a speed vs. time relationship diagram showing a rescue operation mode, and FIG. The figure is a circuit diagram showing another embodiment of the invention. 2...basket, 3...balance weight, 5
... Gear, 6 ... Small DC auxiliary motor, 7 ... Zenion, 8 ... Power failure detection relay, 9 ... Brake during normal operation Open condition contact group,
10... Electromagnetic brake coil, 11...
・Brake release relay during power outage, 12...Contact group for detecting the area where the door can be opened/closed, 13...Relay for detecting the area where the door can be opened/closed, 14...Speed detection relay contact, 15...
...Zero speed detection relay, 16...Time-limited operation type time-limited relay, 17...Zenion ejection coil, 1
8...Up operation relay, 19...Down operation relay, N+, N-...Normal power supply, E+, E-
...Storage battery power source. In addition, the same parts in the figures are indicated by the same symbols.

Claims (1)

【特許請求の範囲】[Claims] １ かご駆動用主電動機、この主電動機とは別に設けら
れ上記主電動機の軸と係合してこれを回転させる補助電
動機、動作すれば上記主電動機を拘束し開放すれば上記
主電動機を解放する電磁ブレーキ、この電磁ブレーキの
開放及び上記補助電動機の駆動を行う能力を有する非常
電源、上記かごの走行中平常電源が停電すると上記非常
電源により上記電磁ブレーキの開放を保持して上記かご
を自走させ、その速度が所定値以上になると上記電磁ブ
レーキを動作させ上記速度が上記所定値未満になると再
び上記電磁ブレーキを開放するブレーキ制御回路、この
ブレーキ制御回路の動作により自走した上記かごが階床
以外の位置に停止したことを検出する停止検出回路、並
びにこの停止検出回路が動作したときだけ上記補助電動
機を上記主電動機に係合させる再起動回路を備えてなる
エレベータの停電時自動着床装置。1 Main motor for driving the car; an auxiliary motor that is provided separately from the main motor and engages with the shaft of the main motor to rotate it; when activated, it restrains the main motor; when released, it releases the main motor; An electromagnetic brake, an emergency power source capable of releasing the electromagnetic brake and driving the auxiliary motor, and when the normal power supply fails while the car is running, the emergency power source keeps the electromagnetic brake open and the car runs on its own. A brake control circuit operates the electromagnetic brake when the speed exceeds a predetermined value, and releases the electromagnetic brake again when the speed becomes less than the predetermined value. Automatic landing of an elevator during a power outage, comprising a stop detection circuit that detects that the elevator has stopped at a position other than the floor, and a restart circuit that engages the auxiliary motor with the main motor only when the stop detection circuit is activated. Device.