2
TITLE OF THE INVENTION
BRAKE DEVICE FOR ELEVATOR AND ELEVATOR
FIELD OF THE INVENTION
The present invention relates to a brake device of an elevator
and the elevator and, more particularly, to a brake device cf a~
elevator having the brake device provided at a winding device
thereof and emergency stop devices provided at a riding cage thereof,
and the elevator.
BACKGROUND OF THE INVENTION
Generally, an elevator has a brake device attached to a
windingdevicethereof,thebrakedeviceservingasasafety-measure
device for preventing a riding cage from descending at an abnormal
15 velocity and being adapted to be operated when a descending velocity
.of the riding cage exceeds a first predetermined velocity threshold.
20
Incidentally, the brake device also has a brake function to be
utilized to hold a stop
of normal_ operation.
position of the riding cage at the -:ime
Moreover, in reference to this, as an additional
safety-measure device for a case where an abnormal situation where
a main rope for ascending and descending the riding cage is
accidentally cut occurs, emergency stop devices which stop the
riding cage itself when the descending velocity of the riding cage
25 exceeds a second predetermined velocity threshold is attached to
3
the riding cage.
The brake device which is attached to the winding device
is roughly comprised of a brake mechanism which generally includes
a brake disk fixed to a motor shaft of the winding device aLd an
5 electromagnetic type brake lining which interposingly holds the
brake disk from the both sides to perform brake application. When
the descending velocity of the riding cage exceeds the first
predetermined velocity threshold, the brake mechanism is operated,
brake is applied to rotation of the winding device by a frictior:
10 force between the brake disk and the brake lining, the descendin<;
velocity.of the riding cage is reduced, and the riding cage is
stopped.
Moreover, the emergency stop devices have braking elements
provided thereat and serve to stop the riding cage by interposingly
15 holding a riding cage guide rail from the both sides by means of
the braking elements to reduce the descending velocity of the riding
cage itself, when the descending velocity of the riding cage is
more increased to exceed the second predetermined velocity
threshold larger than the first predetermined velocity threshold,
20 after the brake device is operated.
The emergency stop devices are provided as final emergency
stop means for a case where the brake device does not func~ion
due to, for example, accidental cutting of the rope suspending
the riding cage. The emergency stop devices are adapted to provide
25 . a stronger brake force by biting of the w~dge-~haped braking
4
·elements into the guide rail, as compared to a brake force provided
by the brake device.
In a field of the elevator having such a brake device and
emergency stop devices, a safety system which is electronized has
5 been recently proposed in which the descending veloc~ty of the
riding cage is calculated by a microcomputer, the brake device
is ope-rated when the descending velocity of the riding cage exceeds
the first velocity tl?reshold, and the emergency stop device5 are
also operated when the descending velocity of the riding cage
10 exceeds the second velocity threshold, as disclosed in
W02004/076326Al.
As described in W02004 /07 632 6Al, the elevator which ha5. the
brake device and the emergency stop devices is configured as a
system in which the brake device is operated when the descendingt
15 velocity of the riding cage exceeds the first velocity. threshold,
and the emergency stop devices are also operated when the descending
velocity of the riding cage exceeds the second velocity threshold.
However, in the system having such a configuration, a case
wherethefirstvelocitythresholdandthesecondvelocitythreshold
20 approach each other in the neighborhood of a terminal floor due
to a specification for a hoistway of a building occurs and it is
supposed that a possibility of operations of the brake device and
emergency stop devices in the same period of time is increased
by the operation of the emergency stop devices immediately after
25 the operation of the brake device.
5
Therefore, in such an elevator, a new problem may arise such
that the operations of the brake device and emergency stop devices
in the same period of time cause the riding cage to be subjected
to an excessively reduced velocity and impose a physical burden
5 on a passenger. ·
The object of the present inven~ion is to provide a ~rake
device of an elevator, and an elevator which are adapted to suppress
deceleration of a riding cage which becomes excessive in a period
of time from the start of reduction in a descending velocity of
10 the riding cage to the stop of the riding cage, and reduce a physical
burden which will be imposed on a passenger.
SUMMARY OF THE INVENTION
In accordance with the present invention, there is provided
15 an elevator comprising a brake device provided at a winding device,
and emergency stop devices provided at a riding cage, in wjich
when a descending velocity of the riding cage exceeds a first
operation. command velocity, the brake device is operated and, when
the descending velocity of the riding cage exceeds a second
20 operation command velocity higher than the first operation command
velocity, the emergency stop devices are operated, whereby sudden
deceleration of the riding cage is restric_ted and a physical bu:-den
which will be imposed on a passenger is reduced.
According to the present invention, the brake device and
25 the· emergency stop devices are not operated in the same period
6
of time by stopping the brake device when the emergency device
is operated, s.o that an effect capable of avoiding imposition of
the physical burden on the passenger is provided without causing
the riding cage to be subjected to an excessive deceleration.
5
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a structure view for explaining a system
configuration of an elevator according to an embodiment of the
present invention;
10 Fig. 2 is a graph diagram for explaining a relationship
between operation command velocities (velocity thresholds) anc
deceleration characteristics in a case where a depth of a pit is
long;
Fig. 3 is a·graph diagram for explaining a relationship
15 between the operation command velocities (velocity thresholds)
and the deceleration characteristic in a case where the depth of
the pit is short;
Fig. 4 is a flow chart for explaining an operation flow of
a brake device of the elevator according to the embodiment of the
20 present invention;
Fig. 5 is an explanatory view for explaining a switching
state between the brake device and emergency stop devices according
to the embodiment of the present invention; .
Fig. 6 is an operation explanation view for explaining a
25 descending velocity qf a riding cage and operation states of the·
7
brake device and emergency stop devices according to the embodiment
of the pre~ent invention;
Fig. 7 is a structure view for explaining a system
configuration of an elevator according to another embodiment of
5 the present invention;
Fig. 8 is a flow chart for explaining an operation flow of
the brake device of the elevator according to the other embodiment
of the present invention; and
Fig. 9 is an operation explanation view for explaining a
10 descending velocity of a riding cage and operation states of the
brake device and emergency stop devices according to the other
embodiment of the present invention.
15
20
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
First of all, referring to Figs. 2 and 3, a background or
the like such that the present invention is required in an eleV3tor
will be explained.
Figs. 2 and 3 illustrate a depth of a pit and operation com::nand
velocities for operating a brake device and emergency stop devi::es.
In Figs. 2 and 3, a horizontal axis indicates a position
of a riding cage (a height at which the riding cage is located),
and a vertical axis indicates a velocity. In Figs. 2 and 3, L1ere
are expressed velocity characteristics of the riding cage rela-:i ve
to the position of the riding cage, deceleration characteris-:ics
25 provided by the brake device, deceleration characteris-:ics.
8
provided by the emergency stop devices, and the operation command
velocities for the brake device and the emergency stop devices.
In a general elevator, a brake device is adapted to be first
operated at a first predetermined operation command velocity (first
5 velocity threshold) when a descending velocity of a riding cage
is increased due to abnormalities such as a system failure and
accidental cutting of a main rope 5 and, if the riding cage is
not yet stopped in spite of the operation of the brake device,
emergency stop devices are adapted to be operated at a seconc
10 predetermined higher velocity (a second predetermined velccity
threshold) .
Incidentally, the elevator has a pit provided downward of
a terminal floor and utiliz-ed as a maintenance space, and assuming
that it will be impossible to stop the riding cage by even the
15 brake device and the emergency stop devices in the case of the
above-mentioned abnormalities, a shock absorber which allows the
riding cage to be struck against a spring or the like, in a state
where the descending velocity of the riding cage is reduced, and
stops the riding cage is installed at the pit.
20 Therefore, the case where the first predetermined operation
command velocity and the second predetermined command velocity
may approach each other in the neighborhood of the terminal floor
due to the specification for the hoistway of the building occurs
as described above and it is conceivable that the emergency stop
25 devices·are operated immediately after the operation .of the brake
9
device, to thereby increase the possibility of the operations of
the brake device and emergency stop devices at the same time.
A new problem may arise such that the operations of the trake
device and emergency stop devices in this manner in the same period
5 of time cause the riding cage to be subjected to an excessive
deceleration and impose a physical burden on a passenger. It is
supposed that the above-mentioned problem will arise due to," for
example, the depth of the pit that is one of the specifications
of the hoistway of the building.
10 Fig. 2 shows the velocity characteristics of the riding cage,
the deceleration characteristics provided by the brake device,
deceleration characteristics provided by the emergency stop
devices, and the operation command velocities of the. brake device
and emergency stop devices, in an elevator in which a dist3nce
15 from the terminal floor to a final stop position is long, namely,
the pit is deep. Moreover, Fig. 3 shows the velocity
characteristics of the riding cage, the deceleration
characteristics provided by the brake device, the deceleration
characteristics provided by the emergency stop devices, and the
20 operation command velocities of the brake device and emergency
stop devices, in an elevator in which the distance from the terminal
floor to the final stop position is short, namely, the pit is shallow.
In graphs shown in Figs. 2 and 3, the respective operation
command velocities have been determined on the condition that the
25 riding cage is finally..stopped by the brake device or the emergency
10
stop devices.
When the pit is deep as shown in Fig. 2, it is possible to
set the first operation command velocity and the second command
velocity in such a manner that they are separated from the
5 deceleration characteristics of the brake device and emergency
stop devices.
Namely, the deceleration characteristics of the brake device
and emergency stop devices have been set to the final stop position,
so that if the depth of the pit is long, the first operation corrunanc
10 velocity and the second operation command velocity at which the
brake device and the emergency stop devices _are respectively
operated can be set so as to be separated without crossing within
this distance. Thus, it can be understood that the brake de-.rice
and the emergency stop devices are not operated at the same time.
15 In short, even if a fault that causes the riding cage of
the elevator to be accelerated at a velocity exceeding the first
operation command velocity in the neighborhood of the terminal
floor occurs, the emergency stop devices are not operated and the
brake device and the emergency stop devices are ·not operated at
20 the same time, since the second operation command velocity of the
emergency stop devices has been set so as to separate from the
first operation command velocity.
Referring to Fig. 2, the riding cage 3 is descended according
to riding cage velocity characteristics at the time of normal
25 operation and when an. abnormality such as a system £ailure or
11
accidental cutting of the main rope occurs due to any cause and
the descending velocity of the riding cage is increased, a
comparison between the operation command velocity corresponding
to the position of the riding cage and the actual descending velocity
5 of the riding cage is made.
When the descending velocity of the riding cage exceeds the
first operation command velocity, the brake device starts to be
operated, the brake is applied to the winding device by
interposing-holding of the brake disk of the brake device by the
10 brake lining, and the riding cage is decelerated according tc the
deceleration characteristics provided by the brake device.
On the other hand, when the descending velocity of the riding
cage 3 is increased without being reduced by this brake action,
and exceeds the second operation command velocity, the emergency
15 stop devices start to be operated, the brake is applied to the
riding cage itself by interposing-holding of the guide rails by
the braking elements, and the riding cage is decelerated according
to the deceleration characteristics provided by the emergency stop
devices.
20 In the case where, in this manner, the pit is deep and the
distance from the terminal floor to the final stop position is
long, it is possible to set the operation command velocities of
the brake device and emergency stop devices in such a manner that
they are separated, so that the brake device and the emergency
25 stop devices are not operated at the same time.
5
12
However, if the depth of the pit is shortened as shown in
Fig. 3, the emergency stop devices are required to be operated
before scheduled, in order to cope with the fault such as the
accidental cutting of the main rope.
Therefore, if the deceleration characteristics of the
emergency stop devices are set to the final stop position according
to the shortening of the pit, the deceleration characteristics
of the emergency stop devices that are shown in Fig. 2 are brought
to a state where they are parallelly moved to the left side, and
10 the second operation command velocity is required to be set so
as to approach the riding cage velocity at the time of normal
operation.
In this state, as can be understood in Fig. 3, the first
operation command velocity and the second operation co~~and
15 velocity become cross and, in order that the brake device is operated
with temporally priority, the first operation command velo·:::ity
is required to be set between the riding cage velocity at the time
of normal operation and the second operation command velocity.
This causes the brake device and the emergency stop devices
20 to be operated substantially in the same period of time, causes
the riding cage 3 to be subjected to the excessive deceleration
and may impose the physical burden on the passenger, when the fault
·such as acceleration of the riding cage occurs in the neighborhood
of the terminal floor in the elevator in which ·the pit depth is
25 shortened.
13
The present invention has been made according to a demand
that the deceleration which becomes excessive in a period from
the start of the reduction in the descending velocity of the riding
cage to the stop of the riding cage in this manner is suppressed
5 and the physical burden which may be imposed on the passenger is
reduced.
10
First Embodiment
An embodiment of the present invention will be in detail
explained hereinafter with reference to the drawings.
Referring to Fig. 1, an elevator system generally includes
a riding cage 3 ascending and descending in a hoistway, a balance
weight 4, and a winding device 15.
The winding device 15 includes a motor 1, a sheave 2 connected
directly to the motor .1, and a brake device 6. The riding cage
15 3, the balance weight 4, and the winding device 15 are coupled
to one another by a main rope 5, a portion of which is wound ar:::mnd
the sheave 2.
The brake device 6 serves to hold the stop position of the
riding cage 3 and to brake the winding device 15, for example,
20 at the time when a system failure occurs. The brake device is
provided with a brake lining 6a and a brake disk 6b. The brake
lining 6a is of an electromagnetic type. Brake operation is to
perform a brake action by friction which is produced by pressing
the brake lining 6a against the brake disk 6b.
25 Moreover, although not shown, a guide device is provided
14
at the riding cage 3 in order to restrain movement of the riding
cage 3 in a direction perpendicular to an ascending/descending
direction of the riding cage 3. This guide device is adapted to
be moved together with the riding cage 3 along guide rails 7a,
5 7b.
10
Incidentally, in the elevator, emergency stop devices 8a,
8b which prevent free dropping of the riding cage 3 due to, for
example, the accidental cutting of the main rope 5 are provided
at the riding cage 3.
The emergency stop devices 8a, 8b act to cause wedge-shaped
braking elements to be bitten into the guide rails 7a, 7b at the
time of the accidental cutting of the main rope 5 and to prevent
the dropping of the riding cage 3 by a brake force stronger than
that produced by the brake device 6. This configuration is •..vell
15 known.
Moreover, the elevator according to the present inven~ion
is provided with a position-velocity sensor 13 which measures the
position and velocity of the riding cage 3. A signal from the
position-velocity sensor 13 is inputted to an input section of
20 a control device 14.
A first operation command velocity (first velocity
threshold) andasecondoperationcommandvelocity (secondvelocity
. threshold) which are determined according to the position of the
elevator are stored in the control device 4·. The control device
25 also bas an abnormality judgment function (abnormality.judgment
15
device) of judging the abnormality of the elevator from the inputted
signal, the first operation command velocity, and the second
operation command velocity.
The control device 14 is adapted to carry out various
5 arithmetic operations according to an arithmetic logic of a
microcomputer. The abnormality judgment function (abnorm~lity
· judgment device) is also performed according to a control program
which is stored in a flash ROM of the microcomputer.
Concretely, the abnormality judgment function (abnormality
10 judgment device) is adapted to make a comparison between the
respective operation command velocities petermined according to
the position of the riding cage 3 and an actual descending velcci ty
of the riding cage 3, and to output a brake signal and a stop signal
to the brake device 6 and the emergency stop devices Sa, Sb,
15 respectively, according to whether the actual descending velocity
of the riding cage exceeds the first operation command velocity
or the second operation command velocity.
Moreover, limit switches lOa, lOb which are emergency stop
device-operation detecting means detecting the operations of the
20 emergency stop devices Sa, Sb are mounted to a frame portion (~
member surrounding the wedge-shaped braking elements in the Figure
1) which is a fixing portion for the emergency stop devices Sa,
Sb. The limit switches lOa, lOb are provided at positions at which
the wedge-shaped braking elements are allowed to be brought into
2.5 contact with the limit. switches lOa_, lOb by movement of the
--------------------------------
16
wedge-shaped braking elements when the emergency stop devices Sa,
Sb are operated.
The employment of the above-mentioned structure allows
contact portions provided at the braking elements to be abutted
5 on the limit switches lOa, lOb when the wedge-shaped braking
elements move upward and in such a direction that they operatively
interpose the guide ralls 7 therebetween, at the time of the
operation of the emergency stop devices Sa, Sb, whereby a signal
indicating that the emergency stop devices Sa, 8b have been operated
10 is sent to an emergency stop detection input portion of the input
section of the control device 14 and it is recognized by the emergency
judgment function provided at the control device 14 that the
emergency stop devices have been operated.
Incidentally, while the limit switches lOa, lOb are employed
15 as the emergency stop device operation detecting means in ~his
embodiment, for example, displacement of the braking elements may
be measured by a displacement meter which is arranged at the fr-ame
which is a non-moving portion for the emergency stop devices Sa,
Sbf or it may be detected by calculating a deceleration from the
20 output of the position-velocity sensor 13 of the riding cage that
the emergency stop devices Sa, Sb have been operated, or a stop
signal to the emergency st.op devices Sa, Sb may be detected, since
an essentiality resides in detecting that the braking elements
of the emergency stop devices Sa, Sb are bitten in the guide rails
25 7a, 7b.
5
17
Fig. 4 illustrates a control flow chart for the embodiment
of the present invention which meets the above-mentioned demand.
Steps of this control flow chart are performed by the microcompute::
or the like, of which the control device 14 is comprised.
In Fig. 4, the steps of the control flow chart are steps
for performing the abnormality judgment function and interrupt
starting is executed for each predetermined time.
When the interrupt starting is executed in Step 100, a
position signal indicative of the actual position of the riding
10 cage 3 and a velocity signal indicative of the. actual descer:ding
velocity of the riding cage 3 are captured from the
position-velocity sensor in Step 110. The position signal is used
to evaluate the first operation command velocity and the second
operation command velocity which correspond to the position of
15 the riding cage 3 .. The velocity signal is used to judge the abncrma=..
state of the riding cage 3.
20
Next, in Step 120, the signals from the limit switches lOa,
lOb are captured and the operation states of the emergency stop
devices Sa, 8b are detected.
In Step 130, the first operation command velocity and the
second operation command velocity which correspond to the position
of the riding cage 3 are evaluated from the captured position signal.
In this case, the respective operation command velocities are
searched for from a table or a map, which stores the operation
25 command velocities corresponding to the position of the riding
18
cage 3, and are evaluated by performing an interpolation operation
or the like. The Step 130 serves as an operation command velocity
determination section.
Next, in Step 140, a comparison between the first operation
5 command velocity evaluated and the actual descending velocity of
the riding cage 3 are made and, if the actual descending velocity
is the first operation command velocity or less, it is judged that
a -normal operation has been performed, and the operation of the
.abnormality judgment function is finished. Of course, when the
10 interrupt timing for each predetermined time is reached, the stepE: ·
of the control flow chart are again carried out.
When it is judged in the Step 14 0 that the actual descending
velocity is the first operation command velocity or more, the
process progresses to Step 150 in which a comparison between the
15 actual descending velocity of the riding cage 3 and the second
operation command velocity is made. If the actual descending
velocity is the second operation command velocity or less, the
process progresses to Step 160 in which the brake device 6 is operated
to apply a brake to a winding action of the winding device 15.
20 In short, in the Step 140 and the Step 150, it is judged that the
actual descending velocity of the riding cage 3 is in the range
between the first operation command velocity and the second
operation command velocity.
The Step 140, the Step 150, and the Step 160 serve as a brake
25 action control section which operates the brake device 6. to apply
5
10
19
brake to the winding device 15, in a case where the actual desceEding
velocity of the riding cage is higher than the first oper~tion
command velocity and lower than the second operation corrmand
velocity.
On the other hand, if it is judged in the Step 150 that the
actual descending velocity of the riding cage 3 is the second
operation command velocity or more, the process progresses to Step
170 in which the emergency stop devices 8a, 8b are operated to
apply brake to the riding. cage 3.
When the emergency stop devices 8a, 8b are operated to apply
the brake to the riding cage 3, the process progresses to Step
180 in which it is judged whether the limit switches lOa, lOb of
the emergency stop devices Sa, 8b have been operated.
When it is judged that the limit switches lOa, lOb have been
15 operated, the process progresses to Step 190 in which the operation
of the already operated brake device 6 is stopped·and the steps
of the control flow (abnormality judgment function) are ended.
The control device has a function as an emergency stop
operation control section which operates the emergency stop devices
20 8a, 8b to apply the brake to the riding cage 3 and stops the brake
action of the brake device 6, if it is judged in the Step 150,
theStepl70, theStepl80, andtheStepl90thattheactualdescending
yelocity of the riding cage 3 is higher than the second operation
command velocity.
. . 25 The step 190 serves as a brake action stop section which
20
stops the brake action of the brake device 6.
If it is judged that the limit switches lOa, lOb are net
operated, the steps of the control flow is adapted to be ended.
In this case, the fault of the limit switches lOa, lOb, the fault
5 of the emergency stop devices Sa, Sb, etc. are supposed and, for
example, measures of configuring the emergency stop devices Sa,
Sb and the limit switches lOa, lOb as dual systems are taken against
the faults.
Incidentally, in the state of switching between the brake
10 device 6 and the emergency stop devices Sa, Sb, a micro time
superposition may understandably occur as shown in Fig. 5 because
there are operational time constants of the brake device 6 and
emergency stop devices Sa, Sb.
In Fig. 5, the brake device 6 starts to be operated at the
15 first operation command velocity and thereafter the emergency stop
devices Sa, Sb start to be operated at the second operation command
velocity, ':3-nd the switching of the both is performed after the
passage of the predetermined micro timet. That is, this is because
there are mechanical or electrical operational time constants or
20 both of operational time constants in both of the devices.
Therefore, the concept of switching in such a manner to start
the operations of the emergency stop devices Sa, Sb at the second
operation command velocity and to stop the operation of the brake
device 6 at the second operation command velocity, according to
25 the pre sen~ invention, is .. a concept of involving the micro time.
5
21
Next, referring to Fig. 6, a relationship between the
descending velocity of the riding cage 3 and the operation
situations of the brake device 6 and emergency stop devices Ba,
Bb, and its effect will be explained.
At the time of normal operation, the brake device 6 and the
eme~gency stop devices Ba, Bb are not operated because the
descending velocity of the riding cage 3 is the first operation
command velocity or less.
However, when the descending velocity of the riding cage
10 3 is in the range between the first operation command velocity
and the second operation command velocity which are determined
according to the position of the riding cage 3, a drive signa:
is outputted to the brake lining 6a, in such a manner that the
brake device 6 is operated, by the abnormality judgment function
15 according to the flow chart shown in Fig. 4. According to this,
the brake device 6 applies a brake force to the winding device
15.
Moreover, when the velocity of the riding cage 3 is increased
and reaches the second operation command velocity which is
20 determined according to the position of the riding cage 3, the
emergency stop devices Ba, Bb are operated by the abnormality
judgment function according to_the flow chart shown in Fig. 4,
to thereby produce.brake forces.
Moreover, the operations of the emergency stop devices Ba,
. 25 Bb are confirmed, on the basis of the signals from the limit switches
22
lOa, lOb provided at the emergency stop devices 8a, 8b, by the
abnormality judgment function according to the flow chart show~
in Fig. 4. A signal for stopping the brake device 6 is given to
the brake device 6 on the basis of this to separate the brake lining
5 6a from the brake disk 6b, to thereby stop the brake action.
As described above, according to this embodiment, when the
emergency stop devices Sa, Sb are operated, the brake. device 6
is stopped, so that the emergency stop devices Sa, Sb and the brake
device 6 are not operated in the same period of time. Thereby,
10 the riding cage 3 is not subjected to the excessive deceleration
and the physical burden which may be imposed on the passenger car~
be avoided.
Moreover, according to this embodiment, the emergency stop
devices Sa, Sb can be ·operated before scheduled, for the reason
15 described with reference to Figs. 2 and 3. Consequently, it is
possible to shorten the pit depth and also anticipate the effect
of wholly reducing the height of the hoistway.
Second Embodiment
Fig. 7 shows a system structure of an elevator according
20 to another embodiment of the present invention. This second
embodiment is different from the first embodiment in that a
connection mechanism is provided between the brake device 6 and
the sheave 2. Preferably, the brake device 6 and the sheave 2
are connected through a clutch mechanism 12 that is employed as
25 an example of the. connect.ion mechanism.
23
The clutch mechanism 12 is configured so as to be operated
according to the operation situations of the emergency stop devices
Sa, Sb.
Next, the operation of the second embodiment will be explained
5 with reference to a 'control flow chart shown in Fig. S. The Steps
100 to 190 are the same as in the embodiment shown in Fig. 4, so
that a description of the operation of the clutch mechanism 12
will be given in the following.
When it is judged in the Step 150 that the actual descending
10 v~locity of the riding cage 3 is the second operation corrmand
velocity or more, the process progresses to the Step 170 in which
the emergency stop devices Sa,. 8b are opera.ted to apply the brake
to the riding cage 3.
When the emergency stop devices Sa, Sb are operated to apply
15 the brake to the riding cage 3, the process then progresses to
the Step lSO in which whether the limit switches lOa, lOb of the
emergency stop devices Sa, 8b are operated is judged. When it
is judged that the limit switches lOa, lOb are operated, the process
progresses to the Step 190 in which the operation of the already
20 operated brake device 6 is stopped.
When the operation of the brake device 6 is stopped in the
Step 190, successively with this, in Step 200, a clutch rerelease
signal is sent to the clutch mechanism 12 to release the clutch
between the sheave 2 and the brake disk 6b, to thereby interrupt
.25 the connection between the. sheave 2 and the brake disk 6b and the
24
steps of this control flow are ended.
Incidentally, the stop of the operation of the brake device
6 in the Step 190 and the release of the clutch mechanism 12 in
the Step 200 may be vice versa in the order thereof.
5 Next, referring to Fig. 9, a relationship between the
descending velocity of the riding cage 3, and the operation
situations of the brake device 6, emergency stop devices Sa, Sb
and clutch mechanism 12, and its effect will be explained.
At the time of normal operation, the brake device 6 and the
10 emergency stop devices Sa, Sb are not operated, the clutch mechanism
12 is in a state of connecting the sheave 2 and the motor 1, and
the winding device 15 transmits to the riding cage 3 a drive force
for ascending and descending the riding cage~
However, when due to any abnormality, the descending velocity
15 of the riding cage 3 reaches the first operation command velocity
determined according to the position of the riding cage 3, a drive
signal is outputted to the brake lining 6a in such a manner that
the brake device 6 is operated by the abnormality judgment function
according to the flow chart shown in Fig. S. According to this,
20 the brake device 6 applies the brake force to the winding device
15. At this time, the clutch mechanism 12 is in a state of connecting
the sheave 2 and the winding device 15.
Moreover, when the velocity of the riding cage 3 is increased
and reaches the second operation command velocity determined
.. 25 according to the position of the riding cage 3, the emergency stop
'
25
devices Sa, Sb are operated by the abnormality judgment fur:ction
according to the flow chart shown in Fig. S, to thereby produce
the brake force.
Next, the operations of the emergency stop devices Sa, 8b
5 are confirmed from the signals of the limit switches lOa, lOb,
provided at the emergency stop devices Sa, Sb, by the abnorm3.li ty
judgment function according to the flow chart shown in Fig. 8.
According to this, a signal instructing the stop of the brake device
6 is given to the brake device 6, to thereby disconnect the brake
10 lining 6a from the brake disk 6b to stop the operation of the brake
device, and a clutch release signal is also sent to the clutcj
mechanism 12 to thereby interrupt the connection between the sheave
2 and the brake disk 6b.
As explained above, according to this embodiment, it is
15 possible to execute the same operation as that in the first
embodiment and provide the same effects as those of the first
embodiment. In addition, the clutch mechanism 12 is provided
between the brake device 6 (brake disk 6b in this embodiment} and
the sheave 2, and the clutch mechanism 12 is also released when
20 the brake device 6 i!? stopped, so that, for example, even if any
abnormality is produced in the electromagnetic actuator of the
brake lining 6a~ whereby a fault arises such that the brake operation
cannot be stopped, it is possible to perform the operation of
interrupting the brake force between the brake device 6 and the
25: sheave 2 by the clutch mechanism 12 and provid~ the effect of
26
interrupting the brake force between the brake device 6 and the
sheave 2.

WHAT IS CLAIMED IS:
1. A brake device for an elevator, the elevator comprising a
riding cage, emergency stop devices provided at the riding cage
for stopping ascending/ descending action of the riding cage in
5 time of emergency, a balance weight, a main rope coupling the r::..din~
cage and the balance weight, a winding device having a sheave,
and a brake device provided at the winding device for applying
brake to winding-up action of the winding device, a portion of
the main rope being wound around the sheave of the winding device(
·10 and the riding cage and the balance weight being adapted to be
ascended and descended by the winding-up action of the winding
device, the brake device being used in the elevator,
wherein the brake device has a function of being stopped
when a descending velocity of the riding cage exceeds a first
15 operation command velocity, and a function of operating the
emergency stop devices and being stopped to suppress sudden
deceleration of the riding cage, when the descending velocity of
the riding cage exceeds a second operation command velocity w~1ich
is more than the first operation command velocity.
20 2. A brake device for an elevator, the elevator comprising a
riding cage, emergency stop devices provided at the riding cage
for stopping ascending/descending action of the riding cage in
time of emergency, a balance weight, a main rope coupling the riding
cage and the balance weight, a winding device having a sheave,
25 and a brake device provided at the winding device for applyirig
28
brake to winding-up action of the winding device, a portion cf
the main rope being wound around the sheave of the winding device,
and the riding cage and the balance weight being adapted to be
ascended and descended by the winding-up action of the winding
5 device, the brake device being used in the elevator,
wherein the brake device comprises an input section to which
a signal indicative of a position of the riding cage and a signa 1
indicative of an actual descending velocity of the riding cage
are inputted, an operation command velocity determination section
10 for determining a first operation command velocity and a second
operation command velocity more than the first operation command
velocity from the inputted signal indicative of the position of
the riding cage, a brake action control section for operating the
brake device to apply brake to the winding device when it judges
15 that the actual descending velocity of the riding cage is more
than the first operation command velocity and less than the second
operation command velocity, and an emergency stop operation control
section for operating the emergency stop devices to apply brake
to the riding cage and stopping brake action of the brake device,
20 when it judges that the actual descending velocity of the riding
cage is more than the second operation command velocity.
3. A brake device for an elevator according to claim 2, wherein
theinputsectionincludesanemergencystopdetectioninputsection
receiving a signal from an emergency stop device operation detecting
25 means fordetecting operatiops of the emergency stop devices, and
5
29
theemergencystopoperationcontrolsectionincludesabrakeaction
stop section for stopping the brake action of the brake device
on the basis of a signal from the emergency stop device operation
detecting means.
4 . A brake device for an elevator according to claim 3, wherein
signals from limit switches detecting movement of braking elenent s
of the emergency stop devices are inputted to the emergency stop
detection input section.
5. A brake device for an elevator, the elevator comprising a
10 riding cage, emergency stop devices provided at the riding cage
for stopping ascending/descending action of the riding cage in
time of emergency, a balance weight, a main rope coupling the riding
cage and the balance weight, a winding device having a shEave,
a brake device for applying brake to winding-up action of the winding
15 device, and a connectionmechanismprovided between the brake device
and the sheave for connecting the brake device and the sheave~
a portion of the main rope being wound around the sheave of the
winding device, and the riding cage and the balance weight being
adapted to be ascended and descended by the winding-up acticn of
20 the winding device, the brake device being used in the eleva tor,·
wherein the brake device has a function of being stopped
when a descending velocity of the riding cage exceeds a first
operation command velocity, and a function of operating the
emergency stop devices, stopping a brake operation of the brake
25 device, and releasing connection between the sheave and the b:::-ake
5
30
device by the connection mechanism to suppress sudden deceleration
of the riding cage, when the descending velocity of the riding
cage exceeds a second operation command velocity more than the
first operation command velocity.
6. A brake device for an elevator, the elevator comprising a
riding cage, emergency stop devices provided at the riding cage
for stopping ascending/descending action of the riding cage in
time of emergency, a balance weight, a main rope coupling the riding
cage and the balance weight, a winding device having a sheave,
10 a brake device for applying brake towinding-up action of the winding
device,andaconnectionmechanismprovidedbetweenthebraked~vice
and the sheave for·connecting the brake device and the sheave,
a portion of the main rope being wound around the sheave of the
winding device, and the riding cage and the balance weight being
15 adapted to be ascended and descended by the winding-up action of
the winding device, the brake device being used in the elevator,
wherein the brake device comprises an input section to which
a signal indicative of a position of the riding cage and a signal
indicative of an a~tual descending velocity of the riding cagE
20 are inputted, an operation command velocity determination section
for determining a first operation command velocity and a second
operation command velocity more than the first operation command
velocity from the inputted signal indicative of the positio~ of
the riding cage, a brake .action control section for operating the
25o brake device to apply brake to the winding device when it judges
31
that the actual descending velocity of the riding cage is mo=e
than the first operation command velocity and less than the second
operation command velocity, and an emergency stop operation control
section for operating the emergency stop devices to apply brake
5 to the riding cage, stopping brake action of the brake device,
and releasing connection between the sheave and the brake device
b~ the connection mechanism, when it judges that the actual
descending velocity of the riding cage is more than the second
operation command velocity.
10 7. A brake device for an elevator according to claim 6, wherein
the connection mechanism is a clutch mechanism.
8. An elevator comprising:
a riding cage;
emergency stop devices provided at the riding cage for
15 stopping ascending/descending action of the riding cage in time
of emergency;
a main rope;
a balance weight coupled to the riding cage by the main rope
and adapted to be ascended and descended in a direction opposite
20 to an ascending/descending direction of the riding cage;
a winding device; ·
a sheave which is provided at the winding device and around
which the main rope is wound;
a brake device provided at the winding device for applying
25 _ brake to windihg.-up. action of the· sheave; ·and
----------------------------------------------------------------------------~
32
a control device for controlling operations of the brake
device and emergency stop devices,
the control device comprising:
an input section to which a signal indicative of a posi ticn
5 of the riding cage and a signal indicative of an actual desce::1ding
velocity of the riding cage are inputted;
an operation command velocity determination section for
determining a first operation command velocity and a second
operation command velocity more than the first operation command
10 velocity from the inputted signal indicative of the position of
the riding cage;
a brake action control section for operating the brake device
to apply brake to the winding device when it judges that the actual
descending velocity of the riding cage is more than the first
15 operation command velocity and less than the second operction
command velocity; and
an emergency stop operation control section for operating
the emergency stop devices to apply brake to the riding cage and
stopping brake action of the brake device, when it judges that
20 the actual descending velocity of the riding cage is more than
the_second operation command velocity.
9. An elevator comprising:
a riding cage;
emergency stop devices provided at the riding cage for
25. · stopping ascending/descending action of the riding cage in time
33
of emergency;
a main rope;
a balance weight coupled to the riding cage by the main rope
and adapted to be ascended and descended in a direction opposite
5 to an ascending/descending direction of the riding cage;
a winding device;
a sheave which is provided at the winding device and arour_d
which the main rope is wound;
a brake device provided at the winding device for applying
10 brake to winding-up action of the sheave;
15
a connection mechanism provided between the sheave and the
brake device for connecting the sheave and the brake device; and
a control device for controlling operations of the brake
device and emergency stop devices,
the control device comprising:
an input section to which a signal indicative of a position
of the riding cage and a signal indicative of an actual descendin9
velocity of the riding cage are inputted;
an operation command velocity determination section for
20 determining a first operation command velocity and a second
operation command velocity more than the first operation command
veloc.i ty from the inputted signal indicative of the position of
the riding cage;
a brake action control section for operating the brake device
25 .. to apply bra.ke to the winding dey ice when it judges that the actua.=:.
34
descending velocity of the riding cage is more than the first
operation command velocity and less than the second oper3ticn
command velocity; and
an emergency stop operation control section for operating
5 the emergency stop devices to apply brake to the riding cage,
stopping brake action of the brake device, and releasing connection
between the sheave and the brake device by the connectionmechar:ism,
when it judges that the actual descending velocity of the riding
cage is more than the second operation command velocity.
10
10. A brake device for an elevator, substantially as herein
described with reference to accompanying drawings and example.
11. An elevator, substantially as herein described with
15 reference to accompanying drawings and example.