CN108698790B - Elevator and rescue operation control method - Google Patents
Elevator and rescue operation control method Download PDFInfo
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- CN108698790B CN108698790B CN201780010713.8A CN201780010713A CN108698790B CN 108698790 B CN108698790 B CN 108698790B CN 201780010713 A CN201780010713 A CN 201780010713A CN 108698790 B CN108698790 B CN 108698790B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
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- Maintenance And Inspection Apparatuses For Elevators (AREA)
Abstract
The invention provides an elevator and a rescue operation control method, which prevent rapid acceleration when a car starts moving in brake release operation. The elevator of the invention comprises: a car; a brake device having an electromagnetic coil and braking the movement of the car; a brake power supply; a moving speed detection unit for detecting the moving speed of the cage; and a controller for controlling the current supplied by the brake power supply according to the moving speed of the car detected by the moving speed detection unit, wherein when the car stops, the controller sends a command to the brake power supply to increase the current (brake current i) supplied to the electromagnetic coil of the brake device by a predetermined value each time a predetermined time elapses, and when the moving speed detection unit detects a speed change of the car, the controller sends a command to the brake power supply to stop the increase of the current (brake current i) supplied to the electromagnetic coil of the brake device.
Description
Technical Field
The present invention relates to an elevator and a rescue operation control method.
Background
In a conventional elevator, a power converter rotates a motor, and a rope is moved in a vertical direction via a sheave connected to the motor, whereby a car connected to the rope can be raised and lowered. When a failure occurs in a part of the drive system such as the power converter, the motor, and the encoder connected to the motor, the elevator is stopped. If the position at which the car of the elevator stops is between floors and when there are passengers in the car, a state occurs in which passengers are trapped in the car. In this state, the car does not move, and therefore, the safety of passengers can be ensured, but passengers feel uncomfortable.
A maintenance worker generally performs a method of rescuing passengers trapped due to such a failure of the drive system. In particular, when the weight in the car and the counterweight are not balanced, the brake is manually released, so that the car is moved to the nearest floor by utilizing the imbalance between the car and the counterweight, and passengers are rescued.
On the other hand, the above method is performed after the arrival of the maintenance worker, and therefore, the time for the passenger to wait for the rescue is generated. As a method for solving this problem, patent document 1 discloses a method for performing rescue at an early stage by using a dedicated terminal for automatically releasing a brake.
Prior art documents
Patent document
Patent document 1: international publication No. 2009/013821
Disclosure of Invention
Problems to be solved by the invention
Patent document 1 shows a technique for linearly increasing the voltage at the time of starting until the car movement is detected, but when the responsiveness of the coil used in the brake is low, the voltage command reaches a value at which the brake can be sufficiently opened when the brake starts to open and the car moves, and therefore the car may rapidly increase in speed.
In view of the above circumstances, the present invention provides an elevator and a rescue operation method for an elevator, which can prevent rapid acceleration at the start of car movement during brake release operation.
Means for solving the problems
In order to solve the above problem, the present invention provides an elevator comprising: a car; one end of the sling is connected with the lift car; a balance weight connected with the other end of the sling; a pulley around which a sling is wound; a brake device having an electromagnetic coil for reducing a braking force by increasing a supplied current, and braking the movement of the car by applying the braking force to the sheave; a brake power supply that supplies current to the electromagnetic coil; a moving speed detection unit for detecting the moving speed of the cage; and a controller for controlling the current supplied by the brake power supply according to the moving speed of the car detected by the moving speed detection unit, wherein when the car stops, the controller sends a command to the brake power supply to increase the current supplied to the electromagnetic coil by a predetermined value every time a predetermined time elapses, and when the moving speed detection unit detects a speed change of the car, the controller sends a command to the brake power supply to stop the increase of the current supplied to the electromagnetic coil, thereby generating a braking force by the brake device and moving the car by imbalance of the weight of the car and the counterweight.
Further, the present invention provides a rescue operation control method in an elevator, the elevator including: a car; one end of the sling is connected with the lift car; a balance weight connected with the other end of the sling; a pulley around which a sling is wound; and a brake device having an electromagnetic coil for weakening a braking force by increasing a supplied current, and braking movement of the car by applying the braking force to the sheave, wherein when the car is stopped in an emergency and a passenger is loaded on the car, the current supplied to the electromagnetic coil is increased by a predetermined amount each time a predetermined time elapses, and when a speed change of the car is detected, the increase of the current supplied to the electromagnetic coil is stopped, whereby the car is moved to a floor where the car can be taken by imbalance of the weight of the car and the counter weight while the braking force by the brake device is generated.
Effects of the invention
According to the present invention, rapid acceleration at the start of car movement during brake release operation can be prevented.
Drawings
Fig. 1 is a block diagram showing an overall structure of an elevator according to the present invention.
Fig. 2 is a block diagram showing a process of the braking force control unit 20 of fig. 1.
Fig. 3 is a timing chart showing an example of an outline of the operation of the elevator according to the present invention.
Fig. 4 is a timing chart of another example of the outline of the operation of the elevator according to the present invention.
Fig. 5 is a flowchart showing an elevator rescue operation control method according to the present invention.
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
Examples
Fig. 1 is a block diagram showing the overall structure of an elevator according to the embodiment. Movement of the car 104 of the elevator is controlled by the elevator controller 100. The elevator controller 100 includes a braking force control unit 20 in addition to the elevator control unit 2 that controls the operation of the elevator.
The car 104 moves between a plurality of floors within a hoistway formed in a building. Although not shown in fig. 1, the car 104 is connected to a counterweight for balancing the car 104 via a suspension rope. The car 104 is provided with a car side door (not shown) that engages with and opens and closes an elevator hall side door (not shown). The movement of the car 104 is performed by driving a sheave by a motor 103. The electric power for driving is supplied to the motor 103 through the power converter 101. The power converter 101 outputs electric power for controlling the motor in accordance with a car position control command of the elevator controller 100. Further, a pulse generator such as an encoder is attached, and the elevator controller 100 counts pulses generated by the rotation of the motor 103 to calculate the speed of the motor 103, the moving direction, position, moving distance, and the like of the car 104 in the hoistway. When the elevator controller 100 wants to brake the car, a brake power supply stop command and a power supply stop command are output. Upon receiving these stop commands, the brake power source operates the brake device 102, and the power source cuts off the power supply to the power converter 101, thereby braking the car 104. The brake power source and the power source are circuits formed of electromagnetic contactors called contactors.
The brake device 102 is composed of a brake pad for braking the pulley in a frictional sliding manner, an electromagnetic coil for pulling up the brake pad to secure a gap between the pulley and the brake pad, and an iron core (magnetic core). In general, when power is supplied to the electromagnetic coil, the brake pad is pulled up by electromagnetic force, so that the restraint of the pulley given by the brake pad disappears, and it becomes freely rotatable. The power supply to the solenoid is performed via a relay from the brake power supply. The brake device 102 is configured to be able to change the braking force by a circuit that controls a current (brake current) flowing to the electromagnetic coil by the brake current control circuit 21.
The brake current control circuit 21 is constituted by: a converter for controlling a current or a voltage of a circuit such as an inverter circuit or a chopper circuit; detecting a Hall CT of the brake current; and a controller for controlling the brake current, wherein the brake current control circuit 21 receives a command value of the current flowing through the solenoid (brake current command) from the elevator controller 100, and controls the brake current with the command value. In the present embodiment, the brake mechanism that changes the braking force according to the current using the electromagnetic coil is exemplified as an example for changing the braking force, but for example, a brake that changes the braking force according to the distance using a direct-acting actuator or a brake (shoe brake or the like) that changes the braking force according to the rotation angle using a rotating mechanism may be used. In short, the brake may be any brake that changes the braking force of the brake in accordance with a command, and is not dependent on the type of the brake.
The scale sensor 4 is used to detect the number of passengers in the car. If in normal operation, is used to calculate the torque required to compensate for the difference in weight of the car and counterweight. When the car floor surface is made of metal, the scale sensor is used in a method of estimating the weight from the deflection amount of the car floor surface by a proximity sensor or the like provided in the car frame.
The position sensor 5 is a door zone sensor that detects whether the elevator is in a position where the door can be opened by detecting the detection plate 6.
The safety controller 1 is a controller constituting a safety system for braking the car 104 by cutting off the brake power supply and the power supply independently of the elevator controller 100. The safety controller 1 is configured mainly by a CPU (central processing unit) that executes processing, and includes a watchdog timer for detecting an abnormality of the CPU and a circuit for monitoring a power supply abnormality in addition to the CPU. In order to detect a processing abnormality of the CPU, a configuration may be adopted in which a comparison is performed by a duplication of the CPU.
The input of the safety controller 1 consists of means 7 for detecting the position, speed, acceleration of the car and means for detecting the operation of the safety gear of the elevator. The means 7 for detecting the position, speed, and acceleration of the car is, for example, a pulse generator that outputs a pulse according to the position of the car, and in the present embodiment, a structure in which an encoder is attached to a speed governor is illustrated. In addition, any type that detects the movement of the car by directly pressing the roller against the guide rail, detects the track by magnetizing the track, and the like may be used as long as the absolute or relative position of the car can be detected.
The outputs of the safety controller 1 are constituted by a brake power supply cutoff output 9 and a power supply cutoff output 10, and a car position and speed information output 23 detected by the safety controller 1. The brake power supply cutoff output 9 is an output for cutting off the brake power supply and operating the brake device 102. Similarly, the power source cutoff output 10 is an output for stopping the motor 103 by cutting off the power source of the power converter 101. Either output is used to brake the car.
Fig. 2 is a block diagram showing the processing of the braking force control unit 20 in fig. 1, and the outline of the processing of the braking force control unit 20 will be described with reference to this drawing. The rescue operation start processing unit 30 is a processing unit that detects a rescue operation start command transmitted from the elevator control unit 2 of the elevator controller 100, and transmits the start or stop of the rescue operation identified by the rescue operation start command to the brake current command generation processing unit 32. The car speed detection processing unit 31 receives the car position and speed information output 23 input from the safety controller 1, detects the car speed of the elevator in the current hoistway, and outputs the detected car speed. The brake current command generation processing unit 32 generates a brake current command based on the rescue operation start command output from the rescue operation start detection processing unit 30, and outputs the generated brake current command to the brake current control circuit 21. The brake current command generation processing unit 32 changes the brake current command based on the car speed output from the car speed detection processing unit 31. When the brake current command generation processing unit 32 generates a brake command, the model information Database (DB)33 acquires adjustment parameters that differ depending on the type of brake. Specifically, the adjustment parameter may be a time period after the current is increased by a constant value to wait for the change of the magnetic flux, and the increase of the current command value is stopped for a constant time period. Since a delay occurs in the change of the magnetic flux that changes the brake torque with respect to the change of the current command, a time period is provided for waiting for the change of the magnetic flux, during which the increase of the current command value is stopped for a constant time after the current is increased by a constant value. Since the change in the current command value and the delay in the change in the magnetic flux are different depending on the structure and size of the brake, the information is acquired from a model information Database (DB).
Fig. 3 is a timing chart showing an example of an outline of the operation of the elevator according to embodiment 1. Specifically, the relationship between the brake current command i generated by the brake current command generation processing unit 32, the brake current i flowing through the electromagnetic coil, the brake torque T acting between the brake pad and the sheave, and the car speed is shown as horizontal axis time. For convenience of explanation, the time axis is divided into five sections (a) to (e). The basic operation method will be described below in the order from the section (a).
The section (a) is a state in which the brake current command i is zero, and the brake torque T is a state in which a sufficient torque for restricting the sheave is exhibited, and the car speed is zero.
The section (b) is a state in which the brake current command i is increased in a stepwise manner, and the brake current i flowing through the solenoid coil is also increased in accordance with the increase. Here, the purpose of increasing the brake current command i (or the brake current i) is to decrease the brake torque T, which is the braking force of the brake, by increasing the brake current i, so that the torque generated by the imbalance between the car and the counterweight is balanced with the braking force of the brake. In the section (b), an electromagnetic force is generated in the electromagnetic coil with an increase in the brake current i, and the brake torque T is weakened, but in this state, the brake torque T is larger than the torque generated by the imbalance between the car and the counterweight, and therefore the car is not moved and the car speed V is kept zero. The reason why the command is stepped at this time is to take the responsiveness of the brake into consideration. In general, an actuator such as the brake device 102 is composed of an iron core and a coil, but since the magnetic permeability of the iron core is low, the change in magnetic flux is slow with respect to the change in current, and as a result, the actuator operates in a direction in which the brake device 102 as an actuator is opened with a delay with respect to a current command. Therefore, as shown in the section (b) of fig. 3, the current is increased by a constant value to wait for a change in magnetic flux, and then the increase of the current is stopped for a constant time. The time for stopping the rise of the current is about the same as or longer than the delay time of the magnetic flux change with respect to the current change. This makes it possible to easily follow the current command.
In contrast, when a constant inclination is applied without providing the current command in a step shape, the response delay of the magnetic flux change with respect to the change in the current command is large, and therefore the actuator cannot follow the current command and operates with a delay from the current command. If the operation is performed in this way, the current command is changed to a state in which a larger value is applied at the time when the car moves, and as a result, the brake device 102 may be further opened and rapid acceleration may occur.
The section (c) is a time point when the car moves by increasing the brake current command i until the car speed V is detected. As described above, since there is a response delay of the magnetic flux change with respect to the change of the current command, there is a time until the car speed V is detected since the brake torque T changes as shown in the section (c).
The section (d) indicates a state in which the brake current command i is fixed at the time when the car speed V is detected. The detection of the car speed V indicates a state in which the brake torque T is smaller than the torque generated by the imbalance between the car and the counterweight. At this time, by fixing the brake current command, the car can be accelerated by the difference between the brake torque T, which is the braking force of the brake, and the torque generated by the imbalance between the car and the counterweight. Further, the car can be accelerated at a smaller acceleration than in the state where the brake is fully released.
The section (e) indicates a state in which the brake torque T, which is the braking force of the brake, is continuously controlled by continuously changing the brake current command according to the detected car speed V, instead of rapidly increasing the change amount per unit time as in the case of a rectangular wave, and the car is controlled to a constant speed. In the conventional method of controlling the speed of the car by opening and closing the brake, the brake torque is repeatedly applied as a rectangular wave, and the amount of change in the brake torque T per unit time becomes large, and as a result, the speed change per unit time of the car also becomes large, and the car vibrates. In contrast, in the method of the present embodiment, since the brake current is continuously controlled and the brake torque T is continuously changed, the amount of change in the brake torque T is reduced, so that rapid acceleration at the start of car movement can be prevented and vibration of the car can be reduced.
Fig. 4 is a timing chart showing another example of the outline of the operation of the elevator according to the present invention, and shows an operation method in which the car is decelerated and once stopped in the section (d) in fig. 3, and then repeated again in the section (a). This mode is characterized in that the brake torque is changed in accordance with the brake current. In this way, the operation can be repeated not only at the constant speed but also after each stop. This has the advantage that the influence on the brake pads during continuous driving is not taken into account. As shown in fig. 3, in the case of applying the constant speed operation mode to the long-stroke elevator, the brake pads are continuously worn during the constant speed running. In particular, since the temperature of the brake pad portion may rise during long-term running, the friction characteristics may change and the brake may not be ensured. Therefore, by stopping the operation once, the temperature rise of the brake pad portion can be suppressed, the braking force of the brake can be secured, and the operation can be continued.
It should be noted that the processes of fig. 3 and 4 may be combined to perform control of once stopping when the brake is released a plurality of times. Fig. 5 is a flowchart showing an example of the elevator rescue operation method according to the present invention, and shows a flowchart of processing executed by the brake current command generation processing unit 32. In step S101, the brake current command generation processing unit 32 determines on (start)/(off) (stop) of the rescue operation start command output by the rescue operation start processing unit 30. When the rescue operation start command is off, the process is ended. If the rescue operation start command is on, the process proceeds to step S102. The condition that the rescue operation start command is turned on is generally set to a case where passengers are trapped in the car and the motor or the like cannot be driven due to some abnormality. As the operating condition at this time, the brake needs to operate normally. The condition that the rescue operation start command is turned off is set when the door is opened at the nearest floor during normal operation or during rescue operation.
In step S102, the brake current command generation processing unit 32 determines whether the car speed V is zero. When the car speed V is zero, the car is in a stopped state by the brake, and therefore the process proceeds to step S103, where the brake current i is increased to weaken the brake torque T, which is the braking force of the brake, and the brake current command i is increased so that the torque generated by the imbalance between the car and the counterweight and the braking force of the brake are in a balanced state. Further, by waiting for a predetermined time, the influence of the part due to the response delay of the brake is eliminated. After waiting for a predetermined time, the process returns to step S101. If the car speed V is not zero, the process proceeds to step S104. The value for increasing the brake current command i is determined according to the resolution of the control of the brake.
Step S104 fixes the brake current command i. By fixing the brake current command i in a situation where the car speed is not zero, it is possible to ensure a sliding state in which the brake pads and the sheave move while rubbing without completely releasing the brake.
Step S105 determines whether the car speed V is greater than the target car speed V. The target car speed V is set at the normal maintenance operation speed or a speed lower than the normal maintenance operation speed, but may be set at a rated speed. When the car speed V is higher than the target car speed V, the current command is continuously decreased to decelerate the car by the brake torque (step S106).
Step S107 determines whether the car speed V is smaller than the target car speed V. When the car speed V is lower than the target car speed V, the current command is continuously increased to increase the speed of the car by reducing the brake torque.
According to the above configuration, the controller transmits a command for changing the braking force to the brake from a state in which the car is stopped, and controls the braking force of the brake when the movement of the car is detected by the movement detection means. In this way, the braking force of the brake is changed from the state where the brake is activated to hold the car, and the car starts moving when the braking force of the brake becomes smaller than the torque generated by the imbalance between the car and the counterweight. Further, after the car starts moving, the braking force of the brake is further controlled, so that the car can be moved at a low speed and with low vibration.
In the present embodiment, as shown in fig. 2, the model information Database (DB) is used, and the time for stopping the rise of the current command value within a constant time after the current rises by a constant value in order to wait for the change of the magnetic flux is referred to, but the time may not be set, and may be set to a fixed value in accordance with the brake having the slowest response among the types of brakes. The brakes are of various types such as drum type, inner pack type, and shoe type, and the responsiveness varies depending on the type of the brake. Therefore, in the technique disclosed in patent document 1, when the brake is intermittently released to move, the minimum time for opening and closing the brake differs depending on the type of the brake, and therefore, adjustment of control needs to be separately performed. If the brake that responds the slowest among the types of brakes is set to a fixed value, the rescue operation based on the release of the brakes can be performed regardless of the type of the brakes.
In the conventional rescue operation technique as disclosed in patent document 1, since the brake is intermittently released and the car moves to the nearest floor, the car vibrates due to the application of the braking force caused by the intermittent release of the brake. In particular, when the response speed of the relay for cutting off the voltage applied to the mechanism portion of the brake and the brake is slow, the state in which the speed is increased due to the imbalance between the car and the counterweight has to be braked, and therefore, not only vibration generated in the car is increased, but also it becomes difficult to maintain the speed of the car constantly. Further, in a long-stroke elevator, in order to increase the mass of the car, the counterweight, the sheave, and the rope, the resonance point of the mechanical system is shifted to the low frequency side. Since low-frequency vibration is difficult to attenuate in the mechanical structure as compared with high-frequency vibration, it is known that the riding comfort experienced by the passenger is deteriorated. In particular, when a voltage is applied to the brake at the time of starting, if the voltage for releasing the brake is applied without change, not only the speed increases due to the brake being opened, but also a shock due to a change in acceleration occurs at the time of starting. Patent document 1 discloses a technique that can be started without detecting an imbalance of a measuring device of a car by linearly changing a voltage at the time of starting, but when a coil used in a brake has low responsiveness, a voltage command reaches a value at which the brake can be sufficiently opened when the brake starts to open and the car moves, and therefore, there is a possibility that a rapid speed increase of the car occurs. In particular, in an actuator including a coil and an iron core such as a brake, the iron core has a low magnetic permeability, and therefore, there is a possibility that the responsiveness of a change in magnetic flux with respect to a change in current is low.
As described above, according to the present invention, it is possible to provide an elevator apparatus and a rescue operation control method for an elevator, which can prevent a rapid acceleration at the start of a car movement during a brake release operation.
The present invention is not limited to the above embodiments, but includes various modifications. For example, the above-described embodiments are examples described in detail to explain the present invention in an easily understandable manner, and the present invention is not limited to having all the configurations described. Further, a part of the structure of one embodiment may be replaced with the structure of another embodiment, and the structure of another embodiment may be added to the structure of one embodiment. Further, a part of the configuration of each embodiment can be added, deleted, or replaced with another configuration.
Description of the symbols:
1: safety controller, 2: elevator control unit, 4: scale sensor, 5: position sensor, 7: unit for detecting position, speed, acceleration of the car, 20: a braking force control unit.
Claims (9)
1. An elevator, characterized by comprising:
a car;
one end of the sling is connected with the lift car;
a counterweight connected to the other end of the sling;
a pulley around which the sling is wound;
a brake device having an electromagnetic coil for reducing a braking force by increasing a supplied current, and braking movement of the car by applying the braking force to the sheave;
a brake power supply that supplies current to the electromagnetic coil;
a moving speed detection means for detecting a moving speed of the car; and
a controller for controlling the current supplied by the brake power supply according to the moving speed of the car detected by the moving speed detection unit,
the controller transmits a command to the brake power supply to increase the current supplied to the electromagnetic coil by a predetermined value each time a predetermined time elapses, and transmits a command to the brake power supply to stop the increase of the current supplied to the electromagnetic coil when the speed change of the car is detected by the moving speed detecting means, so that the car is moved by the imbalance of the weight of the car and the counterweight while a braking force by the brake device is generated.
2. Elevator according to claim 1,
when the car is moving and when the moving speed detection means detects that the speed of the car exceeds a predetermined speed, the controller transmits a command to the brake power supply to continuously reduce the current supplied to the electromagnetic coil with respect to time, and stops the car.
3. Elevator according to claim 1,
when the car is moving and when the moving speed detection means detects that the speed of the car exceeds a predetermined speed, the controller sends a command to the brake power supply to linearly decrease the current supplied to the electromagnetic coil with respect to time, and stops the car.
4. Elevator according to any one of claims 1-3,
the predetermined time is longer than a time taken from when the controller sends a command to the brake power supply to increase the current supplied to the electromagnetic coil until the change in the braking force of the brake device is stopped.
5. Elevator according to any one of claims 1-3,
the controller includes a model information database for storing information of the predetermined time required for each model,
the controller determines the predetermined time based on information stored in the model information database.
6. Elevator according to any one of claims 1-3,
the moving speed detecting unit is an encoder provided to the speed governor.
7. Elevator according to any one of claims 1-3,
when the car is stopped in an emergency and a rescue operation signal is input to the controller in a situation where passengers are loaded in the car, the controller causes the car to move to a floor where the elevator can be taken by transmitting a command for changing the current supplied to the electromagnetic coil to the brake power supply based on the detection information of the movement speed detection means.
8. Elevator according to claim 7,
an external terminal for receiving the state and operation state of the cage and sending the rescue operation signal to the controller,
the controller receives the rescue operation signal from the external terminal.
9. A rescue operation control method in an elevator, wherein the elevator comprises: a car; one end of the sling is connected with the lift car; a counterweight connected to the other end of the sling; a pulley around which the sling is wound; and a brake device having an electromagnetic coil for reducing a braking force by increasing a supplied current and braking the movement of the car by applying the braking force to the sheave,
the rescue operation control method is characterized in that,
when the car is stopped in an emergency and passengers are loaded in the car, the current supplied to the electromagnetic coil is increased by a predetermined value every time a predetermined time elapses,
when a change in the speed of the car is detected, the increase in the current supplied to the electromagnetic coil is stopped, whereby the car is moved to a floor where the elevator can be taken by imbalance in the weight of the car and the counterweight while a braking force by the brake device is generated.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-035025 | 2016-02-26 | ||
| JP2016035025A JP6592376B2 (en) | 2016-02-26 | 2016-02-26 | Elevator and rescue operation method |
| PCT/JP2017/004192 WO2017145725A1 (en) | 2016-02-26 | 2017-02-06 | Elevator and rescue operation control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108698790A CN108698790A (en) | 2018-10-23 |
| CN108698790B true CN108698790B (en) | 2019-12-24 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201780010713.8A Active CN108698790B (en) | 2016-02-26 | 2017-02-06 | Elevator and rescue operation control method |
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| Country | Link |
|---|---|
| EP (1) | EP3421405A4 (en) |
| JP (1) | JP6592376B2 (en) |
| CN (1) | CN108698790B (en) |
| WO (1) | WO2017145725A1 (en) |
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| CN108394780A (en) * | 2018-04-17 | 2018-08-14 | 快意电梯股份有限公司 | Machine-roomless lift Survivable Control System |
| EP3656718A1 (en) * | 2018-11-23 | 2020-05-27 | Otis Elevator Company | Elevator safety system with self-diagnostic functionality |
| CN111288100B (en) * | 2018-12-10 | 2023-03-14 | 奥的斯电梯公司 | Brake device, brake device detection method, and elevator system |
| US11415191B2 (en) * | 2019-10-04 | 2022-08-16 | Otis Elevator Company | System and method configured to identify conditions indicative of electromagnetic brake temperature |
| JP7435903B2 (en) | 2021-03-29 | 2024-02-21 | 三菱電機株式会社 | elevator equipment |
| CN113401759B (en) * | 2021-06-29 | 2023-06-23 | 日立楼宇技术（广州）有限公司 | Braking method and device for elevator car |
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| JP5369616B2 (en) * | 2008-10-31 | 2013-12-18 | 株式会社日立製作所 | Elevator |
| DE112009004733T5 (en) * | 2009-05-01 | 2012-11-15 | Mitsubishi Electric Corporation | winder |
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- 2017-02-06 CN CN201780010713.8A patent/CN108698790B/en active Active
- 2017-02-06 EP EP17756166.9A patent/EP3421405A4/en active Pending
- 2017-02-06 WO PCT/JP2017/004192 patent/WO2017145725A1/en active Application Filing
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Also Published As
| Publication number | Publication date |
|---|---|
| EP3421405A4 (en) | 2019-11-06 |
| CN108698790A (en) | 2018-10-23 |
| WO2017145725A1 (en) | 2017-08-31 |
| JP6592376B2 (en) | 2019-10-16 |
| JP2017149552A (en) | 2017-08-31 |
| EP3421405A1 (en) | 2019-01-02 |
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