CN109775508B - Emergency braking device and elevator system with same - Google Patents
Emergency braking device and elevator system with same Download PDFInfo
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- CN109775508B CN109775508B CN201711101328.2A CN201711101328A CN109775508B CN 109775508 B CN109775508 B CN 109775508B CN 201711101328 A CN201711101328 A CN 201711101328A CN 109775508 B CN109775508 B CN 109775508B
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- braking surface
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Abstract
The invention discloses an emergency braking device, which comprises an actuator, a first combination body, a second combination body and at least one braking part, wherein the actuator is arranged at one end of each of the two combination bodies; when the actuator is triggered, the actuator is changed from a closed position to an open position, the emergency braking device is changed from a normal operation state to a triggered state, and the braking part is contacted with the guide rail to generate friction force; under the action of friction force, the emergency braking device is changed from a triggering state to a braking state, the actuator is changed from an opening position to a closing position, and the emergency braking device brakes the moving device. The invention has simple structure, and acts under the control of the control unit to realize braking in two directions; the triggering and resetting of the safety gear can be realized by only adopting one actuator; and meanwhile, a speed trigger mode and an acceleration trigger mode are adopted, so that the dangerous condition that the elevator runs out of control in the acceleration or deceleration process is avoided, and the response speed is higher and more effective.
Description
Technical Field
The invention relates to the field of elevators, in particular to an elevator emergency braking system.
Background
During the operation of the elevator, accidents that the elevator car falls or goes down over speed may occur, and at this time, the means of safety tongs are usually adopted to deal with the accidents, and the traditional safety tongs are generally triggered by a speed limiter to act. Because the speed governor-tensioning wheel system has the problems of complex structure, large occupied machine room space, easy noise generation and the like, a great number of technical schemes of braking devices with electromagnetic actuators are provided in recent years, and the braking devices can realize self-triggering under the control of electric signals, so that the speed governor-tensioning wheel system is cancelled.
For such a braking apparatus using an electromagnetic actuator, generally, when the elevator is normally operated, the electromagnetic force of the electromagnetic actuator is balanced with the force of the elastic member, so that a proper gap is maintained between the braking member and the guide rail; when the elevator car falls or goes down and exceeds the speed limit, the electromagnetic force of the electromagnetic actuator is cancelled, the braking element is contacted with the guide rail under the action of the elastic element and generates friction force, so that the car is decelerated and braked, and when the car is recovered to a normal working state, the safety tongs can be conveniently reset.
Patent CN101200259A discloses a braking device for an elevator car in a braking elevator apparatus, in which an actuator overcomes the elastic force of a main spring during normal operation of the elevator, so that a braking member is out of contact with a guide rail, and has a disadvantage in that the elastic force of the main spring is generally large, which inevitably leads to an increase in the size and cost of the actuator.
Patent CN1701033B discloses an emergency stop device for elevator, in which an electromagnet is energized to generate electromagnetic force to overcome the thrust of an elastic element and hold a wedge in place during normal operation of the elevator, and in an emergency, the electromagnet is de-energized and the wedge is in contact with a guide rail under the thrust of the elastic element to perform friction braking. The disadvantage of this device is that the braking member generally needs to move tens or even tens of millimeters during braking, so the distance between the two poles of the electromagnet after braking is over is too large to be reset by electromagnetic force. This patent also discloses another solution in which the driving part pushes the movable part so that the contact part presses the guide rail, and the friction force between the contact part and the guide rail pushes the wedge to move upward to brake, which has a disadvantage in that the movement of the wedge is not directly driven by the driving part but is driven by a set of mechanism, which makes the response time of the brake device longer, the installation space increased, and only braking in a single direction can be achieved.
Patent CN103998363B discloses an operator for elevator brake, which comprises an accumulator, a holding device, a reset device and at least one connecting element, wherein when the elevator is in normal operation, the holding device makes a trigger mechanism be held in a specific state, when a trigger condition is met, the holding device is released, the trigger mechanism acts under the action of the accumulator to make a brake element press a guide rail to brake, and when the braking is finished and the car returns to normal operation, the reset mechanism acts to make the trigger mechanism return to a normal operation state. This arrangement has the disadvantage that the mechanism has two actuators (i.e. a holding means and a return means) and is complex and costly.
Disclosure of Invention
The invention aims to provide an elevator emergency braking system, which can realize braking in two directions and has small number of adopted actuators and miniaturization.
In order to solve the technical problem, the emergency braking device provided by the invention comprises a braking component and an emergency braking device frame, wherein the emergency braking device is arranged on a moving device through the emergency braking device frame;
the brake assembly comprises an actuator, a first combination, a second combination and at least one brake piece, wherein the first combination and the second combination are hinged through a rotating shaft, the actuator is installed at one end of the first combination and one end of the second combination, and the brake piece is located at the other end of the first combination and the other end of the second combination;
when the actuator is triggered, the actuator is changed from a closed position to an open position, the emergency braking device is changed from a normal operation state to a triggered state, and the braking part is contacted with the guide rail to generate friction force;
the emergency brake device changes from the trigger state to the brake state and the actuator changes from the open position to the closed position under the action of friction force between the brake and the guide rail, and the emergency brake device brakes the moving device.
In the device, the actuator comprises an electromagnet, an electromagnet mounting seat, a first supporting rod, an elastic body seat and a second supporting rod, wherein the electromagnet is fixed on the electromagnet mounting seat, the elastic body seat is fixed on the second supporting rod, one end of the elastic body is in contact with the elastic body seat, the other end of the elastic body is in contact with the electromagnet mounting seat, one end of the second supporting rod is fixedly connected with the upper part of the second assembly, and the other end of the second supporting rod is in contact with or separated from the electromagnet under the combined action of the elastic body and the electromagnet; one end of the first supporting rod is fixedly connected with the electromagnet mounting seat, and the other end of the first supporting rod is fixedly connected with the upper part of the first assembly.
In the above device, the braking member of the braking assembly includes a braking wheel and a friction member.
The brake wheel is arranged on a brake wheel shaft and can rotate around the brake wheel shaft, and the braking surface of the brake wheel and the friction piece are respectively opposite to two side surfaces of the guide rail; the lower parts of the first assembly and the second assembly are elastic pieces, wherein the elastic pieces of the first assembly are fixedly connected with the brake wheel shaft, and the elastic pieces of the second assembly are fixedly connected with the friction piece.
The brake wheel is provided with a stopping part and five braking surfaces, wherein the first braking surface is opposite to the stopping part, the third braking surface and the fifth braking surface are respectively positioned at two sides of the stopping part, and the first braking surface is connected with the third braking surface and the fifth braking surface through the second braking surface and the fourth braking surface respectively; the radius of rotation R1 of the third braking surface and the radius of rotation R2 of the fifth braking surface are both greater than the radius of rotation R0 of the first braking surface, and the radius of rotation of the second braking surface and the radius of rotation of the fourth braking surface increase smoothly from R0 to R1 and R2, respectively.
The brake wheel is provided with a stopping part and three braking surfaces, wherein the first braking surface is opposite to the stopping part, and the second braking surface and the third braking surface are respectively positioned at two sides of the first braking surface; the rotating radius R1 of the second braking surface and the rotating radius R2 of the third braking surface are both larger than the rotating radius R0 of the first braking surface, and the first braking surface is smoothly connected with the second braking surface and the third braking surface.
Further, the emergency braking device further includes an upper blocking member and a lower blocking member, and the stopper portion of the brake wheel is restricted by the upper blocking member or the lower blocking member in a braking state.
In the above device, the first assembly includes a first elastic element, a first coupling element and a first mounting seat, and the second assembly includes a second elastic element, a second coupling element and a second mounting seat, wherein the first coupling element connects the first elastic element and the first mounting seat together, the second coupling element connects the second elastic element and the second mounting seat together, the first elastic element is fixedly connected with the brake wheel shaft, the second elastic element is fixedly connected with the friction element, the first coupling element and the second coupling element are hinged through a rotating shaft, the first mounting seat is fixedly connected with the first supporting rod, and the second mounting seat is fixedly connected with the second supporting rod.
The brake wheel assembly comprises a first mounting seat and an elastic piece, the second assembly comprises a second mounting seat, the first mounting seat and the second mounting seat are hinged through a rotating shaft, the elastic piece is fixedly mounted on the first mounting seat, the friction piece is fixedly mounted on the elastic piece, a second supporting rod is fixedly connected with the first mounting seat, the first supporting rod is fixedly connected with the second mounting seat, the brake wheel is fixedly mounted on a brake wheel shaft, the brake wheel shaft is rotatably mounted on the second mounting seat, a reset spring is rotatably mounted on the brake wheel shaft, two ends of the reset spring are clamped into a reset spring stop block, and the reset spring stop block is fixed on the second mounting seat.
The invention also provides an elevator system comprising a car, a control unit, a speed sensor and/or an acceleration sensor, an emergency braking device according to any of the preceding claims, wherein:
a speed sensor for detecting a speed of the car;
an acceleration sensor for detecting an acceleration of the car;
and the control unit triggers the emergency braking device according to the speed signal acquired by the speed sensor and/or the acceleration signal acquired by the acceleration sensor, and resets the emergency braking device according to the reset instruction.
Compared with the prior art, the invention has the beneficial effects that:
1) the invention has simple structure and can act under the control of the control unit so as to realize braking in two directions;
2) the invention can realize the triggering and resetting of the safety gear only by adopting one actuator and combining the control device;
3) the invention adopts a miniaturized electromagnetic actuator, occupies small space and saves cost;
4) the invention simultaneously adopts the speed trigger mode and the acceleration trigger mode, thereby avoiding the dangerous situation that the elevator runs out of control in the acceleration or deceleration process, and having faster and more effective response speed.
Drawings
Fig. 1 is a schematic structural view of an elevator system;
FIG. 2a is a schematic view of the construction of the emergency brake;
FIG. 2b is a schematic view of the brake assembly of the emergency braking device;
FIG. 2c is a schematic structural view of a brake wheel;
fig. 3 is a front view of the emergency braking device in normal operation of the elevator;
fig. 4 is a sectional view of the emergency braking device in normal operation of the elevator;
FIG. 5 is an elevational view of the initial condition of the emergency brake device during a down overspeed trigger;
FIG. 6 is a cross-sectional view of the initial condition of the emergency braking device during a down overspeed trigger;
FIG. 7 is a mid-state elevation view of the emergency brake device during a down overspeed trigger;
FIG. 8 is a cross-sectional view of the intermediate state of the emergency brake device during a down overspeed trigger;
FIG. 9 is an elevational view of the end condition of the emergency brake device during a down overspeed trigger;
FIG. 10 is a cross-sectional view of the end condition of the emergency brake device during a down overspeed trigger;
FIG. 11 is a mid-state elevation view of the emergency brake device during an up overspeed trigger;
FIG. 12 is an end elevation view of the emergency brake device during an up overspeed trigger;
FIG. 13 is another embodiment of a brake assembly;
FIG. 14 is another embodiment of a headblock;
FIG. 15 is a schematic block diagram of a control device for the emergency braking system;
FIG. 16 is a schematic diagram of the speed trigger at overspeed upstream;
FIG. 17 is a schematic view of acceleration triggering at overspeed upstream;
fig. 18 is a graph comparing the effects of velocity triggering and acceleration triggering.
Wherein the reference numerals are as follows:
1 is a lift car; 1a and 1b are guiding pieces;
2 is a guide rail;
3 is an emergency braking device;
10 is an elevator;
20 is a running channel;
30 is a brake component;
31 is a brake wheel; 31a is a rotation center; 31b is a first braking surface; 31c is a second braking surface; 31d is a third braking surface; 31e is a fourth braking surface; 31f is a fifth braking surface; 31g is a stopping part; r0 is the radius of rotation of the first braking surface; r1 is the radius of rotation of the third braking surface; r2 is the radius of rotation of the fifth braking surface;
32 is the emergency brake device frame; 32a is an upper barrier; 32b is a lower barrier;
35 is a brake wheel shaft;
36a, 36b, 36c are fasteners; 37 is a return spring; 38 is a return spring stop;
41 is a first combination; 41a is a first elastic member; 41b is a first connecting piece; 41c is a first mounting seat;
42 is a second composition; 42a is a second elastic member; 42b is a second coupling member; 42c is a second mounting seat;
45 is a rotating shaft; 46 is a mounting seat; 47 is a mounting seat; 48 is an elastic member;
50a is an electromagnet mounting seat; 50b is a mounting plate; 50c is a first support bar;
51 is an electromagnet;
52a is a first fastener; 52b is a second fastener;
61 is a friction piece;
62 is an elastomer seat;
63 is an elastomer;
a second support rod 64;
70 is an actuator;
101 is a speed sensor; 102 is an acceleration sensor; 103 is a transmission unit; 110 is a control unit;
s1 is a first gap; s2 is the second gap; d is a third gap; vn is a rated speed; vtrip is a threshold.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, an elevator 10 having an emergency braking system according to the present invention includes a car 1, a control unit 110, a speed sensor 101 and/or an acceleration sensor 102, and an emergency braking device 3, a T-shaped guide rail 2 is fixedly installed in a travel path 20 of the car 1, and the car 1 is movably installed in the guide rail 2 and can travel up and down along the guide rail 2. The upper and lower parts of the car 1 are provided with guides 1a and 1b, respectively.
As shown in fig. 2a, the emergency braking device 3 includes a braking assembly 30, an emergency braking device frame 32, an upper blocking member 32a and a lower blocking member 32b, and the emergency braking device 3 is mounted on a moving device through the emergency braking device frame 32, the moving device may be a car 1, a counterweight, a vehicle, etc. guided by a guide rail 2, and the car 1 is taken as an example in this embodiment.
Fig. 2b shows a schematic structural diagram of the braking assembly 30, which includes an actuator 70, a first assembly 41, a second assembly 42, and at least one braking member.
The actuator 70 includes an electromagnet mounting seat 50a, a mounting plate 50b, a first support rod 50c, an electromagnet 51, a first fastener 52a and a second fastener 52b, an elastomer seat 62, an elastomer 63, and a second support rod 64, as shown in fig. 4.
The first elastic member 41a, the first coupling member 41b and the first mounting seat 41c are fixedly connected to form a first assembly 41, the first assembly 41 can rotate around a rotating shaft 45, the second elastic member 42a, the second coupling member 42b and the second mounting seat 42c are fixedly connected to form a second assembly 42, and the second assembly 42 can also rotate around the rotating shaft 45.
The electromagnet mounting seat 50a, the mounting plate 50b and the first support rod 50c are fixedly connected, wherein the first support rod 50c is fixedly connected with the first mounting seat 41c through a first fastener 52 a. The second mounting seat 42c is fixedly connected to the second support rod 64 by the second fastening member 52b, the elastic body seat 62 is connected to the second support rod 64, one end of the elastic body 63 contacts the elastic body seat 62, the other end contacts the electromagnet mounting seat 50a, and the electromagnet 51 is fixedly connected to the electromagnet mounting seat 50a (see fig. 4).
The braking member includes a braking wheel 31 and a friction member 61, wherein the braking wheel 31 is positioned on the first combination 41, the friction member 61 is positioned on the second combination 42, the friction member 61 is fixedly installed on the second elastic member 42a and is opposite to one side surface of the guide rail 2, and the braking surface of the braking wheel 31 is opposite to the other side surface of the guide rail 2. The brake wheel 31 is mounted on a brake wheel shaft 35 and rotatable about the brake wheel shaft 35, and the brake wheel shaft 35 is fixedly mounted on the first elastic member 41a by fasteners 36a, 36b and 36 c.
Fig. 2c shows a schematic view of a structure of a brake wheel 31, wherein 31a is a rotation center of the brake wheel 31, and the brake wheel 31 comprises five braking surfaces 31b to 31f and a stopper 31 g. The first braking surface 31b has a radius of rotation R0, the third braking surface 31d has an initial radius of rotation R1, the fifth braking surface 31f has an initial radius of rotation R2, and R1> R0, R2> R0. The first braking surface 31b and the third braking surface 31d are smoothly connected through the second braking surface 31c, i.e. the rotation radius increases from R0 to R1, and the first braking surface 31b and the fifth braking surface 31f are smoothly connected through the fourth braking surface 31e, i.e. the rotation radius increases from R0 to R2. The stopper 31g of the brake wheel 31 is a projection.
When the car 1 of the elevator 10 is in a normal operation state, the emergency braking device is in a normal operation state, the electromagnet 51 is in contact with the second support rod 64, and generates an interaction force, and the actuator 70 is in a closed state, as shown in fig. 4, and the interaction force overcomes the elastic force of the elastic body 63, so that a certain first gap s1 is maintained between the friction member 61 and one side surface of the guide rail 2, and a certain second gap s2 is maintained between the brake wheel 31 and the other side surface of the guide rail 2, as shown in fig. 3.
When the speed or acceleration of the downward movement of the car 10 exceeds a set threshold value, the emergency braking device 3 is triggered to brake, the emergency braking device is changed from a normal operation state to a triggered state, as shown in fig. 6, the electromagnet 51 is powered off, and the second support rod 64 is separated from the electromagnet 51 under the pushing of the elastic body 63. A third gap d exists between the electromagnet 51 and the second support rod 64, and the actuator 70 is in an open state, as shown in fig. 5. The second combination body 42 rotates counterclockwise about the rotation shaft 45 during the process of the actuator 70 from the closed state to the open state, so that the friction member 61 comes into contact with the side of the guide rail 2; the first combination body 41 rotates clockwise about the rotation shaft 45 such that the brake wheel 31 contacts the other side of the guide rail 2, as shown in fig. 5. The elastic force of the elastic body 63 causes the friction member 61 and the brake wheel 31 to simultaneously press the guide rail 2, and the friction force between the brake wheel 31 and the guide rail 2 causes the brake wheel 31 to rotate due to the relative movement between the emergency braking device 3 and the guide rail 2.
In the intermediate state where the emergency brake device is triggered by the overspeed during the downward movement, as shown in fig. 7, the brake wheel 31 rotates clockwise under the action of the friction force, and since the rotation radius of the fourth braking surface 31e of the brake wheel 31 is larger than that of the first braking surface 31b, the first combination body 41 is pushed to rotate counterclockwise around the rotation shaft 45 during the rotation of the brake wheel 31 until the electromagnet 51 contacts with the second support rod 64 and generates an interaction force, and at this time, the actuator 70 is switched from the open state to the closed state, and during this process, the emergency brake device is switched from the triggered state to the intermediate state, as shown in fig. 8, at this time, the first combination body 41 and the second combination body 42 cannot further rotate around the rotation shaft 45, and the brake wheel 31 further rotates around the brake wheel shaft 35 under the action of the friction force.
Fig. 9 and 10 show a braking state of the emergency braking device after a downward overspeed is triggered, in a process from the state of fig. 7 to the state of fig. 9, the braking wheel 31 continues to rotate clockwise, in the process, the electromagnet 51 continues to be in contact with the second supporting rod 64, the first combination body 41 and the second combination body 42 cannot further rotate around the rotating shaft 45, and since the rotating radius of the fourth braking surface 31e of the braking wheel 31 still continues to increase during the rotation, the first elastic member 41a and the second elastic member 42a elastically deform, and the elastic force generated by the first elastic member 41a and the second elastic member 42a further presses the friction member 61 and the braking wheel 31 against the guide rail 2, so as to generate a larger friction force. In the state shown in fig. 9, the fifth braking surface 31f of the brake wheel 31 is in contact with the side surface of the guide rail 2, and the stopper portion 31g of the brake wheel 31 is blocked by the lower blocking member 32b and cannot rotate any further. In this process, the first elastic body 41a and the second elastic body 42a are elastically deformed as desired. The friction member 61 and the brake pulley 31 are pressed against the guide rail 2 by the elastic force of the first elastic member 41a and the second elastic member 42a and generate a braking force, which is transmitted to the car 1 through the emergency brake device frame 32, thereby achieving braking deceleration of the car 1.
When the braking is finished and the normal running state of the car 1 needs to be recovered, the electromagnet 51 is electrified, the electromagnetic force generated by the electromagnet overcomes the elastic force of the elastic body 63, and the actuator 70 still keeps the closed state. Meanwhile, the car 1 runs in the reverse direction, the brake wheel 31 starts to rotate counterclockwise under the action of friction force, so that the brake wheel is separated from the guide rail 2, in the process, the whole brake assembly 30 rotates around the rotating shaft 45, the friction piece 61 is also separated from the guide rail 2, the emergency brake device is restored to a normal running state from a braking state, and the car 1 can run normally.
When the speed or acceleration of the upward running of the car 10 exceeds a set threshold value, the emergency braking device 3 is triggered to brake, at the initial moment when the emergency braking device is triggered, the electromagnet 51 is de-energized, the second support rod 64 is separated from the electromagnet 51 under the pushing of the elastic body 63, a third gap d is formed between the electromagnet 51 and the second support rod, and the actuator 70 is in an open state at the moment. In this process, the second unit 42 rotates counterclockwise about the rotation shaft 45 such that the friction member 61 contacts the side of the guide rail 2; the first combination body 41 is rotated clockwise about the rotation shaft 45 so that the brake wheel 31 is brought into contact with the other side surface of the guide rail 2, and the emergency braking device is switched from the normal operation state to the activated state. The elastic force of the elastic body 63 causes the friction member 61 and the brake wheel 31 to simultaneously press the guide rail 2, and the friction force between the brake wheel 31 and the guide rail 2 causes the brake wheel 31 to rotate due to the relative movement between the emergency braking device 3 and the guide rail 2.
In the intermediate state where the overspeed is triggered during the ascending of the emergency brake device, as shown in fig. 11, the brake wheel 31 rotates counterclockwise under the action of the friction force, and since the rotation radius of the second braking surface 31c of the brake wheel 31 is larger than that of the first braking surface 31b, the first combination body 41 is pushed to rotate counterclockwise around the rotating shaft 45 during the rotation of the brake wheel 31 until the electromagnet 51 contacts with the second support rod 64, at this time, the actuator 70 is switched from the open state to the closed state, and the emergency brake device is switched from the triggered state to the intermediate state, as shown in fig. 8, at this time, neither the first combination body 41 nor the second combination body 42 can rotate further around the rotating shaft 45, and the brake wheel 31 rotates further around the brake wheel shaft 35 under the action of the friction force.
Fig. 12 and 10 show a braking state of the emergency braking device after an overspeed in an upward direction is triggered, and during the process from the state of fig. 11 to the state of fig. 12, the braking wheel 31 continues to rotate counterclockwise, and during the process, the electromagnet 51 continues to be in contact with the second support rod 64, and the actuator 70 maintains a closed state. The first and second combined bodies 41 and 42 cannot further rotate about the rotation shaft 45, and the first and second elastic members 41a and 42a are elastically deformed since the radius of rotation of the second braking surface 31c of the brake drum 31 continues to increase during the rotation. The elastic force generated by the first and second elastic members 41a and 42a causes the friction member 61 and the brake wheel 31 to further press the guide rail 2, thereby generating a greater frictional force. In the state shown in fig. 12, the third braking surface 31d of the brake wheel 31 is in contact with the side surface of the guide rail 2, and the stopper portion 31g of the brake wheel 31 is blocked by the upper stopper 32a and cannot rotate any further. In this process, the first elastic body 41a and the second elastic body 42a are elastically deformed as desired. At this time, the brake wheel 31 is rotated to the position, the friction member 61 and the brake wheel 31 are pressed against the guide rail 2 by the elastic force of the first elastic member 41a and the second elastic member 42a and generate a braking force, which is transmitted to the car 1 through the emergency braking device frame 32, thereby achieving braking deceleration of the car 1.
Fig. 13 shows another implementation of the brake assembly 30, in which the mounting seat 46 and the mounting seat 47 are rotatable about the rotation axis 45, and the elastic member 48 is fixedly mounted on the mounting seat 46. The electromagnet mounting seat 50a, the mounting plate 50b and the first support rod 50c are fixedly connected, wherein the first support rod 50c is fixedly connected with the mounting seat 47. The mounting seat 46 is fixedly connected with the second support rod 64, the elastic body seat 62 is connected with the second support rod 64, one end of the elastic body 63 is contacted with the elastic body seat 62, the other end is contacted with the electromagnet mounting seat 50a, and the electromagnet 51 is fixedly connected with the electromagnet mounting seat 50 a. The friction member 61 is fixedly installed on the elastic member 48 to be opposite to one side surface of the guide rail 2, and the braking surface of the brake drum 31 is opposite to the other side surface of the guide rail 2. The brake wheel 31 is fixedly arranged on the brake wheel shaft 35, the brake wheel shaft 35 is rotatably arranged on the mounting seat 47, the return spring 37 can rotate around the brake wheel shaft 35, and two ends of the return spring 37 are clamped in the return spring stop block 38. When the emergency brake device is in an abnormal operating state, the return spring 37 can generate a return force that has a tendency to return the brake wheel 31 to a normal operating state.
Fig. 14 shows another structure of a brake wheel 31, wherein 31a is the rotation center of the brake wheel 31, and the brake wheel 31 includes three braking surfaces 31b, 31d and 31f and a stopper 31 g. The radius of rotation of braking surface 31b is R0, the radius of rotation of braking surface 31d is R1, the radius of rotation of braking surface 31f is R2, and R1> R0, R2> R0. The braking surfaces are smoothly connected, i.e. the rotation radius is smoothly transited in the process of increasing from R0 to R1, and the stopping part 31g of the braking wheel 31 is a bulge.
Fig. 15 is a schematic diagram of a control system of the emergency braking device, wherein a speed sensor 101 is used for detecting the speed of the car 1, an acceleration sensor 102 is used for detecting the acceleration of the car 1, a speed signal and an acceleration signal are transmitted to a control unit 110 through a transmission unit 103, the control unit 110 judges whether the speed and/or the acceleration of the car 1 exceed a preset threshold value, and if the speed and/or the acceleration exceed the threshold value, a control signal is sent to cut off the power supply of the electromagnet 51, so that the emergency braking device is triggered.
Fig. 16 is a speed trigger diagram of a conventional upward overspeed protection device, and the upward running process of an elevator can be divided into the following steps:
upward acceleration, during which the speed of the car 1 is from zero acceleration to the nominal running speed Vn of the elevator;
in the ascending constant-speed running stage, the car 1 runs at a rated speed Vn;
the running speed of the car 1 is decelerated from the nominal running speed Vn to zero in the deceleration phase.
The conventional up overspeed protection device uses speed triggering, i.e. the up overspeed protection device triggers when the running speed of the car 1 exceeds a set threshold Vtrip. The disadvantage of this triggering method is that when the elevator is in an acceleration or deceleration phase, if the car 1 is left to accelerate upwards uncontrollably, the elevator is already in a dangerous state at this time, but the speed triggering method shown in fig. 15 does not respond immediately, and this dangerous state will continue until the speed of the car 1 exceeds Vtrip, and the overspeed protection device for upwards movement will trigger.
Fig. 17 shows a running acceleration curve and an acceleration trigger curve of an elevator in an ascending process, acceleration trigger values in three stages of the ascending operation of the car 1 (namely, an ascending acceleration stage, an ascending uniform velocity operation stage and an ascending deceleration operation stage) are all higher than acceleration values of the normal operation of the elevator, and once the acceleration values of the car 1 in the ascending operation exceed the acceleration trigger curve, the emergency braking device 3 is triggered to decelerate the car 1. The situation of the elevator overspeed in the descending direction is the same as the situation in the ascending direction, and therefore the description is omitted.
Fig. 18 is a comparison of the braking effect of acceleration triggering and speed triggering in coping with a loss of control in the acceleration phase of an elevator. Assuming that the car 1 is out of control in the ascending acceleration stage, if speed triggering is adopted, the speed of the car 1 is continuously increased to the triggering speed vtrip, the emergency braking device 3 can trigger braking, and the displacement from the out of control of the car 1 to the occurrence of braking is the area of the triangle 0BD in fig. 16. If acceleration triggering is used, the emergency braking device 3 brakes immediately when the acceleration of the car 1 exceeds the triggering acceleration curve, during which the displacement of the car 1 takes place as the area of the triangle 0AC in fig. 18. It is clear that acceleration triggered braking has significant advantages in this case, in particular when the trigger speed vtrip is relatively large.
The present invention has been described in detail with reference to the specific embodiments, which are merely the preferred embodiments of the present invention, and the present invention is not limited to the embodiments discussed above. Obvious modifications or alterations based on the teachings of the present invention should also be considered to fall within the technical scope of the present invention. The foregoing detailed description is provided to disclose the best mode of practicing the invention, and also to enable a person skilled in the art to utilize the invention in various embodiments and with various alternatives for carrying out the invention.
Claims (10)
1. An emergency brake comprising a brake assembly and an emergency brake frame, the emergency brake being mounted on a mobile device via the emergency brake frame;
the brake assembly comprises an actuator, a first combination, a second combination and at least one brake piece, wherein the first combination and the second combination are hinged through a rotating shaft, the actuator is installed at one end of the first combination and one end of the second combination, and the brake piece is located at the other end of the first combination and the other end of the second combination;
when the actuator is triggered, the actuator is changed from a closed position to an open position, the emergency braking device is changed from a normal operation state to a triggered state, and the braking part is contacted with the guide rail to generate friction force;
the emergency brake device changes from the trigger state to the brake state and the actuator changes from the open position to the closed position under the action of friction force between the brake and the guide rail, and the emergency brake device brakes the moving device.
2. The emergency braking device according to claim 1, wherein the actuator comprises an electromagnet, an electromagnet mounting seat, a first support rod, an elastic body seat and a second support rod, wherein the electromagnet is fixed on the electromagnet mounting seat, the elastic body seat is fixed on the second support rod, one end of the elastic body is in contact with the elastic body seat, the other end of the elastic body is in contact with the electromagnet mounting seat, one end of the second support rod is fixedly connected with the upper part of the second assembly, and the other end of the second support rod is in contact with or separated from the electromagnet under the combined action of the elastic body and the electromagnet; one end of the first supporting rod is fixedly connected with the electromagnet mounting seat, and the other end of the first supporting rod is fixedly connected with the upper part of the first assembly.
3. The emergency braking device of claim 2, wherein the braking member of the braking assembly includes a brake wheel and a friction member.
4. The emergency braking device of claim 3, wherein said brake wheel is mounted on and rotatable about a brake wheel axis, said brake surface of said brake wheel and said friction member being opposite respective sides of the guide rail; the lower parts of the first assembly and the second assembly are elastic pieces, wherein the elastic pieces of the first assembly are fixedly connected with the brake wheel shaft, and the elastic pieces of the second assembly are fixedly connected with the friction piece.
5. The emergency braking device of claim 3, wherein the braking wheel has a stopper and five braking surfaces, wherein a first braking surface is opposite to the stopper, a third braking surface and a fifth braking surface are respectively located at two sides of the stopper, and the first braking surface is connected with the third braking surface and the fifth braking surface through the second braking surface and the fourth braking surface respectively; the radius of rotation R1 of the third braking surface and the radius of rotation R2 of the fifth braking surface are both greater than the radius of rotation R0 of the first braking surface, and the radius of rotation of the second braking surface and the radius of rotation of the fourth braking surface increase smoothly from R0 to R1 and R2, respectively.
6. The emergency braking device of claim 3, wherein the braking wheel has a stop portion and three braking surfaces, wherein a first braking surface is opposite the stop portion and wherein a second braking surface and a third braking surface are located on opposite sides of the first braking surface; the rotating radius R1 of the second braking surface and the rotating radius R2 of the third braking surface are both larger than the rotating radius R0 of the first braking surface, and the first braking surface is smoothly connected with the second braking surface and the third braking surface.
7. The emergency braking apparatus according to claim 5 or 6, further comprising an upper stopper and a lower stopper, wherein the stopper of the brake wheel is restricted by the upper stopper or the lower stopper in the braking state.
8. The emergency braking device of claim 1, wherein the first assembly comprises a first elastic member, a first coupling member and a first mounting seat, and the second assembly comprises a second elastic member, a second coupling member and a second mounting seat, wherein the first coupling member connects the first elastic member and the first mounting seat together, the second coupling member connects the second elastic member and the second mounting seat together, the first elastic member is fixedly connected with the brake axle, the second elastic member is fixedly connected with the friction member, the first coupling member and the second coupling member are hinged by a rotating shaft, the first mounting seat is fixedly connected with the first supporting rod, and the second mounting seat is fixedly connected with the second supporting rod.
9. The emergency brake device according to claim 3, wherein the first assembly comprises a first mounting seat and an elastic member, the second assembly comprises a second mounting seat, wherein the first mounting seat and the second mounting seat are hinged through a rotating shaft, the elastic member is fixedly mounted on the first mounting seat, the friction member is fixedly mounted on the elastic member, the second support rod is fixedly connected with the first mounting seat, the first support rod is fixedly connected with the second mounting seat, the brake wheel is fixedly mounted on the brake wheel shaft, the brake wheel shaft is rotatably mounted on the second mounting seat, a return spring is rotatably mounted on the brake wheel shaft, two ends of the return spring are clamped into a return spring stopper, and the return spring stopper is fixed on the second mounting seat.
10. Elevator system comprising a car, a control unit, a speed sensor and/or an acceleration sensor, wherein:
a speed sensor for detecting a speed of the car;
an acceleration sensor for detecting an acceleration of the car;
the control unit triggers the emergency braking device according to the speed signal acquired by the speed sensor and/or the acceleration signal acquired by the acceleration sensor;
it is characterized in that the preparation method is characterized in that,
the emergency brake device according to any one of the preceding claims, wherein the control unit resets the emergency brake device in response to a reset command.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711101328.2A CN109775508B (en) | 2017-11-10 | 2017-11-10 | Emergency braking device and elevator system with same |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201711101328.2A CN109775508B (en) | 2017-11-10 | 2017-11-10 | Emergency braking device and elevator system with same |
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| CN109775508A CN109775508A (en) | 2019-05-21 |
| CN109775508B true CN109775508B (en) | 2020-07-14 |
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| CN201711101328.2A Active CN109775508B (en) | 2017-11-10 | 2017-11-10 | Emergency braking device and elevator system with same |
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| CN112870581B (en) * | 2021-02-26 | 2022-05-06 | 中国一冶集团有限公司 | Anti-falling device |
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| CN109775508A (en) | 2019-05-21 |
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