CN113165839B - Elevator system - Google Patents
Elevator system Download PDFInfo
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- CN113165839B CN113165839B CN201980076438.9A CN201980076438A CN113165839B CN 113165839 B CN113165839 B CN 113165839B CN 201980076438 A CN201980076438 A CN 201980076438A CN 113165839 B CN113165839 B CN 113165839B
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- Prior art keywords
- brake
- line section
- cabin
- pressure
- valve
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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
- B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
- B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B17/00—Hoistway equipment
- B66B17/34—Safe lift clips; Keps
Abstract
A pressure medium-operated cabin brake for an elevator system and a valve assembly for actuating the cabin brake with a central regulation of the cabin deceleration during emergency braking are proposed. According to the invention, a spring-mass control valve or a proportional solenoid valve operated by an acceleration sensor is integrated into the valve assembly for controlling the deceleration. The regulation is carried out such that the deceleration of the passenger cabin is always within preset limit values. In addition, the brake spring of the cabin brake and the pressure in the piston and valve assembly are coordinated with one another such that there is always sufficient braking force to decelerate and stop the cabin during emergency braking.
Description
Technical Field
The invention relates to a brake, a valve assembly, and a method for actuating a pressure medium-operated brake, preferably for a passenger lift.
Background
In known elevator systems, an elevator cabin arranged in an elevator hoistway is moved vertically, the elevator cabin being connected with a counterweight via a spreader. For this purpose, the counterweight is usually configured to correspond to the mass of the elevator cabin carrying half the load. Vertical movement of the elevator cabin and counterweight is achieved by the spreader wrapping around and frictionally engaging a guide pulley, most often located at the upper end of the elevator hoistway and connected to a drive motor.
Such elevator systems, also known as idler elevators, are usually provided with 2 mutually independent brake systems.
The first brake system acting directly on the stator acts as a service and emergency brake. In normal operation, the first brake system operates only as a stop brake and maintains the stopped elevator cabin in the region of the first floor. In emergency operation, for example in the event of a power outage, the first brake system operates as an emergency brake and the moving elevator cabin must be safely braked and held stationary under any load. EP0997660B1, for example, from the applicant, which describes a partial lining spring pressure brake for acting on a rotating disk, which can form the first brake system described, is known from the prior art. Due to the redundancy, at least two such partial lining spring pressure brakes are used in the lift, which jointly act on the brake disk connected to the stator. Idler elevators of this kind with a brake system acting on the idler are widely spread, but the limits are reached in elevator systems with very large transport heights and/or high travel speeds. The spreader length varies considerably, for example by temperature changes or changes in the cabin load, causing a positional shift and vertical vibrations of the elevator cabin in this floor area.
A second brake system, which is also referred to as a safety brake and is arranged directly on the elevator cabin, brakes and stops the elevator cabin when a preset speed is exceeded, for example when the spreader breaks, wherein the guide rail serves as a braking surface. EP1849734B1 is known from the prior art, which describes in particular such a safety brake. Such safety devices are usually triggered mechanically via the adjusting cable and then brake the elevator car safely. In the case of large conveying heights and/or high speeds, the safety brake device and the adjusting cable combination are technically difficult to manage. Alternatively, the speed of the elevator cabin is monitored by means of an authorized electronic system and the safety brake device is actuated via the electronic system. Whereby a larger transport height and/or a high speed can be managed.
However, in the safety brake devices according to the prior art, irrespective of the type of speed monitor and the triggering mode, there is the problem that the standard permitted deceleration values, which can be applied to the passengers in the event of an emergency brake, are not achievable. The permissible value is between 0.2x g and 1.0x g, but in practice the maximum value which is particularly permissible is mostly exceeded significantly. The guide rails are often damaged after the fall arrester is dropped, which requires repair or replacement of the guide rails. Furthermore, the release of a falling safety brake is often very complicated and a chain is rarely used. This also makes it more difficult to evacuate people from the passenger cabin.
In order to expand the range of application of passenger lifts to large transport heights and high speeds and to maintain the standard specification of permitted deceleration values and to avoid the other disadvantages mentioned, a brake solution is developed which is built up completely on the lift cabin and uses the existing guide rails as braking surfaces. Such a brake solution actuated via a pressure medium is disclosed in DE102012109969 A1.
The passenger compartment brake according to the prior art combines the functions of a service brake and a safety brake for performing emergency braking in one unit. The brake of the idler can thereby be eliminated. The cabin brake is in this case constructed modularly from a plurality of piston-cylinder systems, wherein the braking action is achieved by a spring element, and wherein the brake, which is opened via a pressure medium, moves a piston against the force of the spring element.
Furthermore, DE102012109969A1 is also known as a mechanical hydraulic deceleration control device, in which the braking force and the acceleration acting on the passenger are controlled by a spring-mass system and a connected piston. The prior art does not know the specific details of the spring-mass system incorporated into the deceleration adjustment.
Disclosure of Invention
It is therefore an object of the present invention to provide a brake, a valve assembly and a method for operating a pressure operated elevator brake installed on a passenger cabin, in particular for managing an emergency braking process. On the one hand, the preset acceleration value is reliably maintained in the event of an emergency braking. On the other hand, it is ensured that sufficient braking force is always available for the passenger cabin, as a result of which the passenger cabin is safely stopped and remains stationary.
For this purpose, it is proposed to integrate a control valve equipped with a spring-mass system into a valve assembly for actuating the brake.
Alternatively, a proportional valve, which is common on the market, and an acceleration sensor are integrated into the valve assembly in the area of the control valve equipped with the spring-mass system to actuate the brake.
Two measures are also proposed, whereby it is ensured that in the case of emergency braking of the elevator, by using a regulation, the force generated by the pressure medium for opening the brake does not exceed a defined value, so that there is always sufficient braking force for decelerating and stopping the passenger cabin:
1. the same system pressure is used and a stepped control piston with two piston surfaces that can be acted upon independently of one another is used for pulling off and controlling the brake.
2. By using an adjusting piston with only one piston face, two different magnitudes of system pressure are used to pull and adjust the brake.
3. The same or different magnitudes of system pressure are used to pull and adjust the brake, wherein the air pressure and the adjusting pressure act on two piston systems that are separate from one another.
The solution described in 1 can be implemented without a pressure relief valve by means of a simple valve assembly, in which a relatively complex stepped control piston is required to adjust the force.
In the solution described in fig. 2, the valve assembly can be actuated at different system pressures via a pressure reducing valve, and there are solutions which operate with simpler control pistons having only one piston surface.
In the solution shown in fig. 3, two or more pistons of simple design and preferably arranged side by side in the travel direction of the passenger cabin can be used, which are actuated via a delivery channel, which is integrated in the brake housing.
The three measures proposed make it possible to reliably maintain the aforementioned deceleration value and at the same time reliably provide a sufficient braking force in the event of fluctuations in the operating temperature of the cabin brake, for example in the event of fluctuations in the friction value of the frictional contact between the brake lining and the guide rail and/or in the event of emergency braking in the event of different cabin loads.
In principle, it is also conceivable in all three piston arrangements described to operate with two system pressures of different or equal magnitude, depending on the design.
Drawings
Further features and details of the valve assembly according to the invention and of the method according to the invention emerge from the claims and from the description of the figures.
In which is shown:
fig. 1 shows a schematic view of a passenger lift according to the prior art.
Fig. 2 shows a schematic view of a passenger lift with a cabin brake, which is actuated via the valve assembly according to the invention.
Fig. 3 shows a detail a of a first preferred embodiment of a cabin brake, which is actuated via a valve assembly according to the invention, in a longitudinal section through another section plane B-B of the cabin brake.
Fig. 4 shows a detail B of a second preferred embodiment of a cabin brake, which is actuated via the valve assembly according to the invention, in a longitudinal section through another section plane C-C of the cabin brake.
Fig. 5 shows a schematic illustration of a first valve assembly according to the invention and a cabin brake to be actuated with a two-stage adjusting piston.
Fig. 6 shows a schematic representation of a second valve arrangement according to the invention and a passenger compartment brake to be actuated with a two-stage control piston.
Fig. 7 shows a third valve arrangement according to the invention and a schematic illustration of a cabin brake to be actuated with a single-stage adjusting piston.
Fig. 8 shows a schematic representation of a fourth valve assembly according to the invention and a passenger compartment brake to be actuated with a plurality of single-stage regulating pistons.
Detailed Description
The principle construction of an elevator formed in a guide wheel configuration according to the prior art with a rope transmission ratio of 1:1 is shown in fig. 1. A passenger cabin (2) and a counterweight (3) are arranged in an elevator shaft (1) and are connected to each other via a spreader (4). A spreader (4), which may consist of a set of ropes or a belt, is reversed by guide rollers (5) and frictionally engaged therewith. Vertical movement of the passenger cabin (2) and the counterweight (3) in the travel direction (M) in the elevator shaft (1) is achieved by rotating a guide wheel (5) connected to the motor.
In passenger lifts according to the prior art, in order to guarantee braking and stopping of the passenger cabin (2) and the counterweight (3), two brake systems are provided, independent of each other:
-a first brake system (7) acting directly on the brake disc (6) connected to the stator (5), and in this example the first brake system (7) is formed by two brake calipers for redundancy purposes. The first brake system (7) serves as a service and emergency brake. In normal operation, the first brake system (7) operates only as a parking brake and holds the parked passenger cabin (2) in the region of the first floor position. In emergency operation, for example in the event of a power failure, the first brake system (7) operates as an emergency brake and the moving passenger compartment (2) must be braked safely and held stationary under any load.
-a second brake system (8), also called fall arrester and arranged directly on the passenger cabin (2), braking and stopping the passenger cabin (2) when a preset speed is exceeded, wherein the guide rail (9) serves as a braking surface.
The combination of two brake systems in the elevator according to the prior art described in fig. 1 has the disadvantages described at the outset.
Fig. 2 shows the construction of an improved passenger lift, the two brake systems mentioned at the outset being incorporated in the cabin brake (10). The cabin brake (10) is mounted directly on the cabin (2) and uses the guide rail (9) as a braking surface. The passenger cabin (2) and the counterweight (3) are also connected here via a spreader (4) which is guided via guide wheels (5). Thus, by means of the rotation of the guide wheel (5), a vertical movement of the passenger cabin (2) and the counterweight (3) in the travel direction (M) in the elevator shaft (1) is effected by the spreader (4).
Fig. 3 shows detail a from fig. 2, which shows a longitudinal section through a preferred embodiment of the cabin brake (10) according to the invention. The illustrated cabin brake (10) is embodied as a brake caliper in the form of a sliding caliper design, which is further illustrated in section B-B. This means that the brake housing (11) surrounds the guide rail in a U-shaped manner and is supported on the guide element (13) in a sliding manner perpendicular to the direction of travel (M). The region of the brake housing (11) facing the passenger cabin (2) is provided directly with a continuous brake lining (14) on its surface facing the guide rail (9). A one-piece lining carrier (15) provided with a continuous brake lining (14) is located on the side of the guide rail (9) facing away from the passenger cabin (2), and is operatively connected to a brake piston (16) and an adjusting piston (20), wherein the lining carrier (15) is movable perpendicular to the driving direction (M) and can be frictionally engaged with the guide rail (9) with the brake lining (14).
The cabin brake (10) is used to achieve a high power density by pressure medium operation and is divided into two functional regions:
a first region, which serves as a service brake and, according to a technical embodiment, also as an emergency brake. The first region is formed by one or more brake cylinders (17) arranged next to one another in the direction of travel (M) of the passenger cabin and a brake piston (16) accommodated therein, which is supported in a sliding manner on the guide rail (9) perpendicular to the direction of travel (M). A brake cylinder (17) can be acted upon with a pressure medium via a brake pressure connection (18), as a result of which a brake piston (16) presses a lining carrier (15) having brake linings (14) onto the guide rail (9) and thus brakes the passenger compartment (2) in the direction of travel (M). When the pressure at the brake pressure connection (18) is removed, the brake is opened again by means of a return spring (19). The service brake is usually used only during normal driving operation of the elevator and serves as a stop brake for the passenger cabin (2) in the floor area during passenger loading and unloading. Alternatively, the service brake may also be implemented as an emergency brake. For this purpose, the cylinder chamber is provided with a spring element which serves to close the brake and to charge the chamber of the return spring with pressure medium, thereby opening the brake. By means of the pressure medium, the brake can be advantageously actuated, so that an emergency braking function can be implemented, for example, in the event of a power failure.
-a second area, the second area being used as an emergency brake only. The second region is formed by one or more actuating cylinders (21) arranged next to one another in the direction of travel (M) of the passenger cabin and a stepped actuating piston (20) accommodated therein, which is supported in a slidable manner on the guide rail (9) perpendicular to the direction of travel (M). The brake spring (30) is located on the side of the stepped actuating piston (20) facing away from the guide rail (9), whereby the actuating piston (20) presses the lining carrier (15) with the brake lining (14) against the guide rail (9) and thereby brakes the passenger compartment (2) in the travel direction (M). When the air piston chamber (22) and the control piston chamber (26) are charged with pressure medium, a force acting counter to the force of a brake spring (30) is built up on the air piston surface (23) and the control piston surface (27), the force of the brake spring being greater than said force, and the brake is thus opened. The second region of the cabin brake (10) which serves as an emergency brake can in principle also serve as a normal operating brake for stopping the cabin (2) in a floor area. However, this has a negative effect on the service life of the brake spring (30) and must be taken into account during the design. The use of emergency brakes as service brakes is not advocated also because of their high noise generation, which is caused by short-time switching.
Fig. 4 shows a detail B of the cabin brake (10) in longitudinal section, which shows an alternative preferred embodiment of fig. 3. The illustrated cabin brake (10) is likewise embodied as a brake caliper of the sliding caliper design, which is also illustrated in section C-C.
The region of the brake housing (11) facing the passenger cabin (2) is provided directly with a segmented brake lining (14) on its surface facing the guide rail (9). The lining carrier (15) is located on the side of the guide rail (9) facing away from the passenger cabin (2), is provided with brake linings (14) and is operatively connected to the brake pistons (16) and the actuating pistons (20), wherein a lining carrier (15) is associated with each brake piston (16) and each actuating piston (20), and wherein the lining carrier (15) with the brake linings (14) is movable perpendicular to the direction of travel (M) and can be brought into frictional engagement with the guide rail (9).
The cabin brake (10) is divided into two functional areas:
a first region, which serves as a service brake and, according to a technical embodiment, also as an emergency brake. The first region is formed by one or more brake cylinders (17) arranged next to one another in the direction of travel (M) of the passenger cabin and a brake piston (16) accommodated therein, which is supported in a sliding manner on the guide rail (9) perpendicular to the direction of travel (M). A brake cylinder (17) can be acted upon with a pressure medium via a brake pressure connection (18), as a result of which a brake piston (16) presses a lining carrier (15) having brake linings (14) onto the guide rail (9) and thus brakes the passenger compartment (2) in the direction of travel (M). When the pressure at the brake pressure connection (18) is removed, the brake is opened again by means of a return spring (19). The service brake is usually used only during normal driving operation of the lift and serves as a stop brake for the passenger cabin (2) in the area of a floor when passengers are boarding and disembarking. Alternatively, the service brake may also be implemented as an emergency brake. For this purpose, the cylinder chamber is provided with a spring element which serves to close the brake and to charge the chamber of the return spring with pressure medium, thereby opening the brake. By actuating the brake with pressure medium, an emergency braking function can thus be realized, for example in the event of a power failure.
-a second area, the second area acting as a pure emergency brake. The second region is formed by one or more actuating cylinders (21) arranged next to one another in the direction of travel (M) of the passenger cabin and an actuating piston (20) accommodated therein, which is supported in a sliding manner on the guide rail (9) perpendicular to the direction of travel (M) and which together form an actuating piston chamber (26) and an actuating piston surface (27). The brake spring (30) is located on the side of the actuating piston (20) facing away from the guide rail (9), whereby the actuating piston (20) presses the lining carrier (15) with the brake lining (14) onto the guide rail (9) and thereby brakes the passenger compartment (2) in the travel direction (M). When the control piston chamber (26) is charged with a pressure medium having the full system pressure, a force acting counter to the force of a brake spring (30) is built up on the control piston surface (27), the force of the brake spring being greater than said force, so that the brake is opened. The second region of the cabin brake (10) which serves as an emergency brake can in principle also serve as a normal operating brake for stopping the cabin (2) in a floor area. However, this has a negative effect on the service life of the brake spring (30) and must be taken into account during the design. The use of emergency brakes as service brakes is not advocated also because of their high noise generation, which is caused by short-time switching.
Fig. 5 shows a first cylinder and a valve assembly for actuating an emergency brake equipped with a stepped control cylinder (21) and a stepped control piston (20). By means of the stepped shape, an air piston chamber (22) having an air piston surface (23) and a separately and separately actuatable control piston chamber (26) having a control piston surface (27) are formed between the control cylinder (21) and the control piston (20). The construction of the valve assembly is described in the flow direction of the pressure medium starting from the energy storage tank (T) via the pump (P), the various pressure accumulators and the valves for the cabin brakes (10) and from the cabin brakes back to the energy storage tank (T) here.
The energy storage tank (T) contains a pressure medium, preferably a hydraulic fluid based on mineral or synthetic oil or water, from which the pressure medium is sucked by a pump (P) and fed via a non-return valve (R1) into the line section (L1), to which the pressure accumulator (D1) is also connected.
When the solenoid directional valves (V1, V2) are in the appropriate switching position, the pressure medium flows from the line section (L1) into a line section (L2), from which line section (L2) the pressure accumulator (D2) is filled via the non-return valve (R2) and a line section (L3).
In a preferred embodiment, two solenoid directional valves (V1, V2) of the same type and actuated in the same manner are combined in a Valve Block (VB) for redundancy purposes. Furthermore, the line section (L2) is connected to the air piston chamber (22) via an air pressure connection (24) and to a connection of a pressure switching valve (V4).
The line section (L3) is connected to the connection of the spring-mass control valve (V3) and, in the respective valve position of the spring-mass control valve (V3), to a line section (L4) which is connected at one end to the switching input and at the other end to the other connection of the directional valve (V4).
In a preferred embodiment, the last connection of the switching valve (V4) with the switching monitor (SH) is connected to a control piston chamber (26) of the cabin brake (10) via a control pressure connection (28).
In order to return the pressure medium to the energy storage tank (T), a plurality of pipe systems are provided according to the invention:
-a line section (L4), the line section (L4) being connected via a throttle valve (D) and a non-return valve (R3) with a line section (L6) leading back to the energy storage tank.
-a line section (L6), the line section (L6) being connected to either interface of the solenoid directional valves (V1, V2), whereby in their respective switching positions the line section (L2) is vented towards the energy storage tank.
-a line section (L5), in the first switching position (S1) of the directional valve (V4), the line section (L5) being also connected to the line section (L2) and being vented via the line section (L6) to the energy storage tank (T) in the respective switching position of the solenoid directional valves (V1, V2).
The operation of the valve assembly is described below with reference to fig. 4 and 5, wherein a system in which no pressure is provided by the pump (P) for a longer time and no external input current is considered as an initial state.
In this state, the passenger cabin (2) is in any position in the elevator shaft (1) and the region of the passenger cabin brake (10) that acts as an emergency brake is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not pressurized, and all line sections (L1, L2, L3, L4, L5, L6) and pressure connections (24, 28) of the cabin brake (10) are not pressurized. The two solenoid directional valves (V1, V2), the spring/mass control valve (V3) and the directional valve (V4) are located in a first switching position (S1), and the line section (L5) and the line section (L2) are connected to the line section (L6) and are vented to the energy storage tank (T).
The elevator system (AS) takes the destination call and the passenger cabin (2) should travel to another floor. Before the cabin (2) starts to move, the following process is completed in the system of the cabin brake (10) within a few milliseconds, and is referred to as normal operation 1 in the following:
-a pump (P) is activated, which delivers pressure medium from the energy storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until a predetermined system pressure is present there.
-by controlling the movement of the brake piston (16) which can be triggered via the brake pressure connection (18), which movement is not described in detail here.
-the solenoids of the two solenoid directional valves (V1, V2) are energized and the solenoid directional valves (V1, V2) are shifted from the first switching position (S1) into the second switching position (S2).
The line section (L2) is connected to the line section (L1) and the pressure medium flows through the air pressure connection (24) into the air piston chamber (22), wherein an air force (25) is exerted on the control piston (20) via the air piston surface (23). The air force (25) is not yet sufficient to overcome the brake spring force (30) and the cabin brakes (10) are not yet closed. Simultaneously, pressure medium from the line section (L2) reaches the line section (L3) via the non-return valve (R2) and fills the pressure accumulator (D2).
-directing the system pressure from the line section (L2) to the line section (L5) and to the control pressure connection (28) of the cabin brake (10) via the directional control valve (V4) in the first switching position (S1) and generating a control force (29) in the control piston chamber (26) acting on the control piston surface (27), which acts on the already acting air force (25), thus fully opening the cabin brake (10).
-the drive now moves the cabin (2) to the desired floor.
When the desired floor is reached and the drive is stopped, the following procedure is carried out in the cabin brake (10), which is referred to as normal operation 2:
-via a valve system, not shown, a defined pressure of the pressure medium is applied on the brake pressure connection (18) and the brake piston (16) closes the cabin brake (10) against the force of the return spring (19).
-the solenoid directional valve (V1, V2) remains energized and in its second switching position (S2) and there is a system pressure in the pressure accumulator (D1, D2), whereby in the region of the adjusting piston (20) the pressure ratio is unchanged and whereby the adjusting piston (20) is left in its position of opening against the force of the brake spring (30).
When the elevator receives a new destination call, a process called normal operation 3 below takes place in the system of cabin brakes (10):
-venting the brake pressure connection (18) and opening the cabin brake (10) by means of a valve system, not shown.
-the solenoid directional valve (V1, V2) remains energized and in its second switching position (S2) and there is a system pressure in the pressure accumulator (D1, D2), whereby in the region of the adjusting piston (20) the pressure ratio is unchanged and whereby the adjusting piston (20) is left in its position of opening against the force of the brake spring (30).
-the drive now moves the cabin (2) to the desired floor.
If a power failure occurs during travel in the passenger cabin, emergency braking is carried out by means of the cabin brakes (10), which are referred to below as emergency braking 1:
-ensuring the pressure supply to the system via the pressure accumulators (D1, D2) in case of failure of the preferably electric pump (P).
-the two solenoid directional valves (V1, V2) are moved into the first switching position (S1) as a result of the de-energizing. The line section (L2) is thereby connected to the line section (L6) and is vented to the energy storage tank (T), whereby the air force (25) acting against the brake spring force (30) is removed.
The spring-mass control valve (V3) is also in its first switching position (S1) when the emergency braking 1 is initiated, whereby the line section (L4) is also not pressurized, and whereby the line section (L5) is also vented to the energy storage tank (T) via the directional control valve (V4) and the line sections (L2, L6) in its first switching position (S1). The adjusting force (29) acting counter to the force of the brake spring (30) is thereby also removed and the cabin brake (10) exerts its maximum braking force by the action of the brake spring (30), thereby causing a maximum deceleration on the cabin (2).
The deceleration also acts on a spring-mass control valve (V3) arranged on the passenger cabin (2), which moves into its second switching position (S2) when the maximum permitted deceleration is exceeded. The pressure in the pressure accumulator (D2) and in the line section (L3) is thereby conducted to the line section (L4) and the switching valve (V4), for example with a continuous switching monitor (SH) fed by emergency supply, is moved into its second switching position (S2).
The pressure in the line section (L4) is therefore transmitted into the line section (L5) and further into the control pressure connection (28) of the cabin brake (10), as a result of which a control force (29) opposite the brake spring (30) is generated on the control piston (20) and the braking force and the deceleration of the cabin (2) are reduced. The control piston area (27) is dimensioned such that, when the entire system pressure acts on the control piston surface (29), the cabin brake is not fully opened, but at least one residual braking force (= brake spring force (30) minus the control force (29)) is always acting on the brake lining (14).
-said adjustment process, which is only performed by the pressure in the accumulator (D2), is completed several times within a very short time interval and after a short time, preferably after 500 milliseconds, and then the cabin (2) is in a stopped state. Via the movable throttle (D), after a few seconds, preferably after 2 seconds, the line section (L4) is completely vented into the line section (L6) and into the energy storage tank (T). The flow characteristics of the throttle valve (D) can be adapted to operating parameters such as the cabin load before the cabin (2) starts to run and the system can be further optimized.
If an overspeed is detected during travel in the passenger cabin (2), a cycle called emergency braking 2 is triggered, which corresponds in terms of its course to the emergency braking 1.
After the emergency braking and after the corresponding error cause has been eliminated, the system can be operated again in accordance with the procedure according to normal operation 1.
Fig. 6 shows a second embodiment of the cylinder and valve assembly, in which a solenoid proportional valve (V5) replaces the spring-mass control valve (V3), which is operated via the output signal of the acceleration sensor (B) fed by means of an emergency supply. The switching valve (V4) which is operated by the pressure in the line section (L4) in fig. 5 is replaced in fig. 6 by an electromagnetically operated variant which is also switched by the output signal of the acceleration sensor (B). Furthermore, the throttle valve (D) is replaced by an electromagnetic pressure relief valve (V6), which is controlled, for example, via the power grid and a capacitor (C), which is used as a time-limiting element.
It is to be understood that in the valve assembly according to the invention, it is also possible to combine a spring-mass regulating valve (V3) with a solenoid relief valve (V6) or a sensor-operated solenoid proportional valve (V5) with a throttle valve (D).
The function of the valve assembly of fig. 6 described below is substantially identical to the function of the valve assembly of fig. 5.
Again assuming that the system is not providing pressure through the pump (P) and there is no external input current for a longer time. In this state, as an initial condition, the passenger cabin (2) is in an arbitrary position in the elevator shaft (1) and the passenger cabin brake (10) is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not pressurized, and all line sections (L1, L2, L3, L4, L5, L6) and pressure connections (24, 28) of the cabin brake (10) are not pressurized.
The two electromagnetic directional valves (V1, V2), the electromagnetic proportional valve (V5), the switching valve (V4) and the electromagnetic pressure relief valve (V6) are located in a first switching position (S1), and the line section (L5) and the line section (L2) are connected to the line section (L6) and are vented to the energy storage tank (T). Likewise, the line section (L4) is vented via the electromagnetic relief valve (V6) and the line section (L6) to the energy storage tank (T).
The elevator system (AS) obtains the destination call and the passenger cabin (2) should travel to another floor. Before the cabin (2) starts to move, the following process, referred to below as normal operation 4, is completed in a few milliseconds in the system of the cabin brake (10):
-a pump (P) is activated, which pumps pressure medium from the energy storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until a predetermined system pressure is present there.
-by controlling the movement of the brake piston (16) which can be triggered via the brake pressure connection (18), which movement is not described in detail here.
-the solenoids of the two solenoid directional valves (V1, V2) are energized and the solenoid directional valves change from the first switching position (S1) into the second switching position (S2).
The line section (L2) is connected to the line section (L1) and the pressure medium flows through the air pressure connection (24) into the air piston chamber (22), wherein an air force (25) is exerted on the control piston (20) via the air piston surface (23). The air force (25) is not yet sufficient to overcome the brake spring force (30) and the cabin brakes (10) are not yet closed. Simultaneously, pressure medium from the line section (L2) reaches the line section (L3) via the non-return valve (R2) and fills the pressure accumulator (D2).
-the electromagnetic relief valve (V6) is switched into its second switching position (S2) by the voltage applied to its coil and cuts off the connection between the line section (L4) and the line section (L6) while charging the capacitor (C). The capacitor (C) can advantageously be formed by a plurality of individual capacitors, wherein the optimum capacitance thereof can be adapted to the current operating parameters of the elevator system (AS), for example the load of the passenger cabin (2), before the passenger cabin (2) begins to travel.
-the system pressure is conducted from the line section (L2) to the line section (L5) via the directional control valve (V4) in the first switching position (S1) and to the control pressure connection (28) of the cabin brake (10) and a control force (29) acting on the control piston surface (27) is generated in the control piston chamber (26), which acts on the already acting air force (25) and thus causes the cabin brake (10) to open completely.
-when the drive moves the passenger cabin (2) to the desired floor.
When the desired floor is reached and the drive is stopped, the following procedure is completed in the cabin brake (10), which is referred to as normal operation 5:
-via a valve system, not shown, a defined pressure of the pressure medium is applied to the brake pressure connection (18) and the brake piston (16) closes the cabin brake (10) against the force of the return spring (19).
-the solenoid directional valve (V1, V2) and the solenoid relief valve (V6) remain energized and in their second switching position (S2) and there is system pressure in the pressure accumulator (D1, D2), whereby in the region of the adjusting piston (20) the pressure ratio is unchanged by way of example and whereby the adjusting piston (20) is left in its position open against the force of the brake spring (30).
When the elevator receives a new destination call, a process called normal operation 6 below takes place in the system of cabin brakes (10):
-venting the brake pressure connection (18) and opening the cabin brake (10) by means of a valve system, not shown.
-the solenoid directional valves (V1, V2) and the solenoid relief valve (V6) remain energized and in their second switching position (S2) and there is a system pressure in the pressure accumulator (D1, D2), whereby in the region of the adjusting piston (20) the pressure ratio is unchanged and whereby the adjusting piston (20) is left in its position opened against the force of the brake spring (30).
-when the drive moves the passenger cabin (2) to the desired floor.
If a power failure occurs during travel in the passenger cabin, emergency braking is carried out by means of the cabin brakes (10), which are referred to below as emergency braking 3:
-ensuring the pressure supply to the system via the pressure accumulators (D1, D2) in case of failure of the preferably electrically driven pump (P).
-the two solenoid directional valves (V1, V2) are moved into the first switching position (S1) due to the failure to supply power. The line section (L2) is thereby connected to the line section (L6) and is vented to the energy storage tank (T), whereby the air force (25) acting against the brake spring force (30) is removed.
The electromagnetic proportional valve (V5) is also in its first switching position (S1) when the emergency braking 1 is initiated, whereby the line section (L4) is also not pressurized, and whereby the line section (L5) is also vented to the energy storage tank (T) via the directional valve (V4) and the line sections (L2, L6) in its first switching position (S1). The control force (29) acting counter to the brake spring force (30) is thereby also removed and the cabin brake (10) exerts its maximum braking force by the action of the brake spring (30), thereby causing a maximum deceleration in the cabin (2).
-the deceleration also acts on an acceleration sensor (B) arranged on the passenger cabin (2). When the maximum permissible deceleration is exceeded, an acceleration sensor (B), which is reliably supplied with electrical energy via the emergency system, causes the proportional solenoid valve (V5) and the switching valve (V4) to be moved into their second switching position (S2) by energizing the coils. The pressure in the pressure accumulator (D2) and in the line section (L3) is thereby conducted to the line section (L4).
The pressure in the line section (L4) is therefore transmitted via the directional valve (V4) which is equipped with a permanent switching monitor (SH) and is located in its second switching position (S2) into the line section (L5) and further into the control pressure connection (28) of the cabin brake (10), as a result of which a control force (29) opposite the brake spring (30) is generated on the control piston (20) and the braking force and the deceleration of the cabin (2) are reduced. The adjusting piston surface (27) is dimensioned such that, when the entire system pressure acts on the adjusting piston surface (27), the cabin brake does not open completely, but at least one residual braking force (= brake spring force (30) minus adjusting force (29)) acts on the brake lining (14) at all times.
-the conditioning cycle is completed several times in a very short time and after a few milliseconds, the cabin (2) then being at a stop. The electromagnetic pressure relief valve (V6), which is no longer supplied with voltage from the outside, but only more via the capacitor (C), returns to its first switching position (S1) after the capacitor (C) has discharged and, after a few seconds, vents the line section (L4) into the line section (L6) and into the energy storage tank (T). The capacitor (C) is used here again as a time-limiting element.
If an overspeed is detected during travel in the passenger cabin (2), a cycle called emergency braking 4 is triggered, which corresponds in terms of its course to the emergency braking 3.
After the emergency braking and after the corresponding cause of error has been eliminated, the system can be operated again in accordance with the procedure according to normal operation 4.
Fig. 7 shows a third embodiment of a cylinder and valve assembly, which is substantially identical to the assembly of fig. 5, but with the following differences:
the adjusting cylinder (21) and the adjusting piston (20) are not stepped, but rather have only an adjusting piston chamber (26), an adjusting piston surface (27) and an adjusting pressure connection (28) and thus generate an adjusting force (29).
-the direct connection of the line section (L2) to the cabin brake (10) is eliminated.
Between the line section (L2) and the line section (L3) there is a pressure relief valve (V7) which, when pressure is applied, forms a lower pressure in the line section (L3) than in the line section (L2).
It is to be understood that in the valve assembly according to the invention in fig. 7, the switching valve (V4) can alternatively be operated electromagnetically by actuation via the acceleration sensor (B), or the spring-mass regulating valve (V3) can be formed by a combination of the acceleration sensor (B) and the electromagnetic proportional valve (V5), or the throttle valve (D) can be replaced by an electromagnetic pressure relief valve (V6) fed via a capacitor (C).
The function of the valve assembly in fig. 7 is described below. Or a system in which pressure is not supplied through the pump (P) for a long time and no external input current is considered as an initial state. In this state, the cabin (2) is at an arbitrary position in the elevator shaft (1) and the cabin brake (10) is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not pressurized, and all line sections (L1, L2, L3, L4, L5, L6) and the control pressure connections (28) of the cabin brakes (10) are not pressurized.
The two solenoid directional valves (V1, V2), the spring/mass control valve (V3) and the switching valve (V4) are located in a first switching position (S1), and the line section (L5) and the line section (L2) are connected to the line section (L6) and are vented to the energy storage tank (T).
The elevator system (AS) obtains the destination call and the passenger cabin (2) should travel to another floor. Before the cabin (2) starts to move, the following process, referred to below as normal operation 7, is carried out in the system of cabin brakes (10) within a few milliseconds:
-a pump (P) is activated, which pumps pressure medium from the energy storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until a predetermined system pressure is present there.
-by controlling the movement of the brake piston (16) which can be triggered via the brake pressure connection (18), which movement is not described in detail here.
-the solenoids of the two solenoid directional valves (V1, V2) are energized and the solenoid directional valves change from the first switching position (S1) into the second switching position (S2).
The line section (L2) is connected to the line section (L1) and the pressure medium reaches the control piston chamber (26) via the switching valve (V4) in the first switching position (S1) via a control pressure connection (28), wherein a control force (29) is exerted on the control piston (20) via the control piston surface (27). The adjusting force (29) is already sufficient to overcome the brake spring force (30) and open the cabin brake (10).
Simultaneously, pressure medium is passed from the line section (L2) via the pressure reducing valve (V7) and the check valve (R2) to the line section (L3) and fills the pressure accumulator (D2). Then, a lower pressure is present in the line section (L3) and in the pressure accumulator (D2) than in the line section (L2). The pressure in the line section (L3) is not sufficient to open the cabin brake (10) by adjusting the piston surface (27) to completely overcome the brake spring force (30). To ensure this, the pressure reducing valve (V7) and/or the line section (L3) and the pressure accumulator (D2) are provided with suitable monitoring means.
-when the drive moves the passenger cabin (2) to the desired floor.
When the desired floor is reached and the drive is stopped, the following procedure is completed in the system of cabin brakes (10), which is referred to as normal operation 8:
-via a valve system, not shown, a defined pressure of the pressure medium is applied on the brake pressure connection (18) and the brake piston (16) closes the cabin brake (10) against the force of the return spring (19).
-the solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is a respectively set pressure in the pressure accumulators (D1, D2), whereby in the region of the adjusting piston (20) the pressure ratio is unchanged by way of example and whereby the adjusting piston (20) is left in its position opened against the force of the brake spring (30).
When the elevator receives a new destination call, a process called normal operation 9 below takes place in the system of cabin brakes (10):
-venting the brake pressure connection (18) and opening the cabin brake (10) by means of a valve system, not shown.
-the solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is a respectively set pressure in the pressure accumulators (D1, D2), whereby in the region of the adjusting piston (20) the pressure ratio is not changed and whereby the adjusting piston (20) is left in its position of opening against the force of the brake spring (30).
-the drive now moves the cabin (2) to the desired floor.
If a power failure occurs during travel in the passenger cabin, emergency braking is carried out by means of the cabin brakes (10), which are referred to below as emergency brakes 5:
-ensuring the pressure supply to the system also via the pressure accumulators (D1, D2) in case of failure of the preferably electrically driven pump (P).
-the two electromagnetic directional valves (V1, V2) are moved into the first switching position (S1) due to the failure to supply power. The line section (L5) is thereby connected to the line section (L2) and the line section (L6) via the switching valve (V4) in the first switching position (S1) and is vented to the energy storage tank (T), whereby the actuating force (29) acting counter to the brake spring force (30) is completely removed and the cabin brake (10) exerts its maximum braking force by the action of the brake spring (30). Thereby causing a maximum deceleration in the passenger cabin (2).
The deceleration also acts on a spring-mass control valve (V3) arranged on the passenger cabin (2), which moves into its second switching position (S2) when the maximum permitted deceleration is exceeded. The pressure in the pressure accumulator (D2) and in the line section (L3) is thereby transmitted to the line section (L4) and the switching valve (V4) provided with the continuous switching monitor (SH) is moved into its second switching position (S2). The function of the switching monitor (SH) is ensured via the emergency power supply device.
Thus, in the transmission of the pressure in the line section (L4) into the line section (L5) and further into the control pressure connection (28) of the cabin brake (10), a control force (29) is generated on the control piston (20) counter to the brake spring (30) and the braking force and the deceleration of the cabin (2) are reduced. The pressure generated by the pressure reducing valve (V7) in the pressure accumulator (D2) and the line sections (L3, L4, L5) is detected, so that the cabin brake does not open completely after the adjusting piston surface (29) has been applied, but rather at least one residual braking force (= brake spring force (30) minus adjusting force (29)) is always applied to the brake lining (14).
-the adjustment process is completed several times in a very short time and after a few milliseconds, the cabin (2) then being in a stopped state. After a few seconds, the line section (L4) is completely vented via the throttle (D) into the line section (L6) and into the energy storage tank (T).
If an overspeed is detected during travel in the passenger cabin (2), a cycle called emergency braking 6 is triggered, which corresponds in terms of its course to the emergency braking 5.
After the emergency braking and after the corresponding cause of error has been eliminated, the system can be operated again in accordance with the procedure according to normal operation 7.
In fig. 8, a fourth embodiment of a cylinder and valve assembly is shown, which is substantially identical to the assembly of fig. 7, but with the following differences:
in the region of the pure emergency brake, at least two piston-cylinder systems are present, one of which has a control cylinder (21), a control piston (20), a control piston chamber (26) and a control piston surface (27) and one of which has an air cylinder (21 a), an air piston (20 a), an air piston chamber (23) and an air piston surface (22).
The adjusting cylinder (21) and the adjusting piston (20) and the air cylinder (21 a) and the air piston (20 a) are not arranged in a stepped manner.
-a pressure relief valve (V7) can be tapped between the line section (L2) and the line section (L3), whereby the same system pressure prevails in both line sections (L2, L3).
It is to be understood that in the valve assembly according to the invention according to fig. 8, the switching valve (V4) can alternatively be operated electromagnetically by actuation via the acceleration sensor (B), or the spring-mass control valve (V3) can be formed by a combination of the acceleration sensor (B) and the electromagnetic proportional valve (V5), or the throttle valve (D) can be replaced by an electromagnetic pressure relief valve (V6) fed via a capacitor (C).
In an advantageous embodiment of the invention, the adjusting cylinder (21) and the air cylinder (21 a) are integral components of the brake housing (11). The function of the valve assembly in fig. 8 is described below.
A system in which no pressure is supplied by the pump (P) for a long time and no external input current is considered as an initial state. In this state, the cabin (2) is in an arbitrary position in the elevator shaft (1) and the cabin brake (10) is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not pressurized, and the control pressure connection (28) and the air pressure connection (24) of all the line sections (L1, L2, L3, L4, L5, L6) and of the cabin brake (10) are not pressurized.
The two solenoid directional valves (V1, V2), the spring/mass control valve (V3) and the switching valve (V4) are located in a first switching position (S1), and the line section (L5) and the line section (L2) are connected to the line section (L6) and are vented to the energy storage tank (T).
The elevator system (AS) obtains the destination call and the passenger cabin (2) should travel to another floor. Before the cabin (2) starts to move, the following process is completed in the system of the cabin brake (10) within a few milliseconds, and is referred to as normal operation 10 in the following:
-a pump (P) is activated, which pumps pressure medium from the energy storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until a predetermined system pressure is present there.
-by controlling a movement of the brake piston (16) which can be triggered via the brake pressure connection (18), which movement is not described in detail here.
-the solenoids of the two solenoid directional valves (V1, V2) are energized and the solenoid directional valves are shifted from the first switching position (S1) into the second switching position (S2).
The line section (L2) is connected to the line section (L1) and the pressure medium flows into the air piston chamber (23) via the air pressure connection (24) and exerts an air force (25) on the air piston surface (22) that opposes the brake spring force (30).
Simultaneously, pressure medium reaches the line section (L3) from the line section (L2) via the non-return valve (R2) and fills the pressure accumulator (D2).
Furthermore, the pressure medium reaches the control piston chamber (26) via the switching valve (V4) in the first switching position (S1) via a control pressure connection (28), wherein the pressure medium exerts a control force (29) via the control piston surface (27) counter to the brake spring force (30). The air force (25) and the actuating force (29) are sufficient to overcome the brake spring force (30) and to open the cabin brakes (10).
-when the drive moves the passenger cabin (2) to the desired floor.
When the desired floor is reached and the drive is stopped, the following procedure is carried out in the system of cabin brakes (10), which is referred to as normal operation 11:
-via a valve system, not shown, a defined pressure of the pressure medium is applied on the brake pressure connection (18) and the brake piston (16) closes the cabin brake (10) against the force of the return spring (19).
-the solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is sufficient pressure in the pressure accumulators (D1, D2) respectively, whereby the pressure ratio in the region of the adjusting piston (20) and the air piston (20 a) is unchanged and whereby the adjusting piston (20) and the air piston (20 a) are left in their open position against the force of the brake spring (30) by means of the brake lining (14).
When the elevator acquires a new destination call, a process called normal operation 12 below takes place in the system of cabin brakes (10):
-venting the brake pressure connection (18) and opening the cabin brake (10) by means of a valve system, not shown.
-the solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is sufficient pressure in the pressure accumulators (D1, D2) respectively, whereby in the region of the regulating piston (20) and the air piston (20 a) the pressure ratio is unchanged and whereby the regulating piston (20) and the air piston (20 a) are left in their open position against the force of the brake spring (30).
-when the drive moves the passenger cabin (2) to the desired floor.
If a power failure occurs during travel in the passenger cabin, emergency braking is carried out by means of the cabin brakes (10), which are referred to below as emergency brakes 7:
-ensuring the pressure supply to the system also via the pressure accumulators (D1, D2) in case of failure of the preferably electrically driven pump (P).
-the two electromagnetic directional valves (V1, V2) are moved into the first switching position (S1) due to the failure to supply power. The line section (L5) is thereby connected to the line section (L2) and the line section (L6) via the switching valve (V4) in the first switching position (S1) and is vented to the energy storage tank (T), whereby the adjusting force (29) and the air force (25) acting counter to the brake spring force (30) are completely eliminated and the cabin brake (10) exerts its maximum braking force by the action of the brake spring (30). This causes a maximum deceleration in the passenger cabin (2).
The deceleration also acts on a spring-mass control valve (V3) arranged on the passenger cabin (2), so that the spring-mass control valve moves into its second switching position (S2) when the maximum permissible deceleration is exceeded. The pressure in the pressure accumulator (D2) and in the line section (L3) is thereby conducted to the line section (L4) and the switching valve (V4) provided with the continuous switching monitor (SH) is moved into its second switching position (S2). The function of the switching monitor (SH) is ensured via the emergency power supply device.
The pressure in the line section (L4) is therefore transmitted into the line section (L5) and further into the control pressure connection (28) of the cabin brake (10), as a result of which a control force (29) opposite the brake spring (30) is generated on the control piston (20) and the braking force and the deceleration of the cabin (2) are reduced.
-the conditioning process is completed several times in a very short time and after a few milliseconds, the cabin (2) then being at a stop. After a few seconds, the line section (L4) is completely vented via the throttle (D) into the line section (L6) and into the energy storage tank (T).
If an overspeed is detected during travel in the passenger cabin (2), a cycle called emergency braking 8 is triggered, which corresponds in terms of its course to the emergency braking 7.
After the emergency braking and after the corresponding cause of error has been eliminated, the system can be operated again in accordance with the procedure according to normal operation 10.
As mentioned above, the first brake system (7) on the stator (5) can be dispensed with by means of the cabin brake (10) according to the invention.
Thus, the use of the cabin brake (10) according to the invention also allows for the elimination of the guide wheels (5), the spreader (4) and the counterweight (3) when the movement of the cabin (2) is effected via an alternative drive system, for example a linear motor.
Further features of the invention emerge from the dependent claims.
List of reference numerals
1. Elevator shaft
2. Passenger cabin
3. Counterweight
4. Lifting appliance
5. Guide wheel
6. Brake disc
7. First brake system
8. Second brake system (safety catch)
9. Guide rail
10. Passenger cabin brake
11. Brake housing
12. Shell cover
13. Guide element
14. Brake lining
15. Lining support
16. Brake piston
17. Brake cylinder
18. Brake pressure interface
19. Reset spring
20. Adjusting piston
20a air piston
21. Adjusting cylinder
21a air cylinder
22. Air piston chamber
23. Air piston face
24. Air pressure interface
25. Air force
26. Regulating piston chamber
27. Adjusting piston faces
28. Pressure regulating interface
29. Regulating power
30. Brake spring/brake spring force
AS elevator system
B acceleration sensor
C capacitor
D1 Pressure accumulator
D2 Pressure accumulator
D throttle valve
L1 pipeline section
L2 pipeline section
L3 pipeline section
L4 pipeline section
L5 pipeline section
L6 pipeline section
M (passenger and counterweight) direction of travel
P pump
R1 check valve
R2 check valve
R3 check valve
S1 (of the valve) first switching position
S2 (of the valve) second switching position
SH switching monitor
SL control pipeline
T energy storage box
V1 electromagnetic directional valve
V2 electromagnetic directional valve
V3 spring-mass control valve
V4 reversing valve
V5 electromagnetic proportional valve
V6 electromagnetic pressure release valve
V7 pressure reducing valve
VB valve block
Claims (20)
1. An elevator system, comprising a cabin brake and a valve assembly for actuating an emergency braking function of a pressure medium-operated cabin brake (10) of an elevator system (AS), wherein the valve assembly and the cabin brake (10) are mounted directly on a cabin (2), wherein the cabin brake (10) has at least one control piston (20) to which a brake spring force (30) acts which exerts a braking force on a guide rail (9) via at least one lining carrier (15) equipped with brake linings (14) in order to provide the emergency braking function, AS a result of which a deceleration force is generated in the travel direction (M) on the cabin (2), wherein the control piston (20) is each supported in a control cylinder (21) and can be loaded with pressure medium in such a way that the brake (10) is opened, wherein the valve assembly has a storage tank (T) by means of which a system pressure is built up from a pump (P) in a first line section (L1) and in a first line section (D1) and wherein the brake (10) is connected via at least one electromagnetic directional valve (V2) to a second directional valve section (V2) and a second directional line section (V2) downstream of the cabin brake valve (S),
characterized in that the valve assembly has a third line section (L3) which is fed through a second line section (L2) such that, in the event of the passenger cabin (2) not allowing rapid deceleration, the directional valve (V4) is moved into a second switching position (S2) and the pressure in the third line section (L3) thereby generates a regulating force (29) in a regulating piston chamber (26) which opposes the brake spring force (30).
2. Elevator system according to claim 1, characterized in that the pressure of the pressure medium in the second line section (L2) and the third line section (L3) and the adjusting piston surface (27) are coordinated with each other such that only a part of the brake spring force (30) is counteracted by the adjusting force (29).
3. Elevator system according to claim 2, characterized in that the adjusting piston (20) forms a stepped piston with an air piston surface (23) and an adjusting piston surface (27), and in that the pressures acting on the air piston surface (23) and on the adjusting piston surface (27) in the second line section (L2), in the third line section (L3) are coordinated with one another in such a way that only a part of the brake spring force (30) is counteracted by an adjusting force (29).
4. Elevator system according to claim 2, characterized in that the adjusting piston (20) has a piston surface in the form of an adjusting piston surface (27), and the pressures in the second line section (L2) and in the third line section (L3) and the adjusting piston surface (27) are coordinated with one another such that only a part of the brake spring force (30) is counteracted by the adjusting force (29).
5. Elevator system according to claim 2, characterized in that the cabin brake (10) has at least one adjusting piston (20) with a piston surface in the form of an adjusting piston surface (27) and at least one separate air piston (20 a) with a piston surface in the form of an air piston surface (23), and in that the pressures in the second line section (L2), in the third line section (L3) and in the adjusting piston surface (27) are coordinated with one another such that only a part of the brake spring force (30) is counteracted by an adjusting force (29).
6. Elevator system according to claim 1, characterized in that the pressure in the third line section (L3) is lower than the pressure in the second line section (L2) by means of a pressure reducing valve (V7) via the second line section (L2).
7. Elevator system according to claim 1, characterized in that the pressure in the third line section (L3) is equal to or greater than the pressure in the second line section (L2).
8. Elevator system according to claim 1, characterized in that the deceleration of the passenger cabin (2) is detected via a spring-mass-regulating valve (V3) or the deceleration of the passenger cabin (2) is detected via an acceleration sensor (B) and a proportional solenoid valve (V5) actuated by the acceleration sensor (B).
9. Elevator system according to claim 8, characterized in that the spring-mass-regulating valve (V3) is moved from the first switching position (S1) into the second switching position (S2) and thereby the directional valve (V4) is moved from the first switching position (S1) into the second switching position (S2) in the case of a sudden deceleration of the passenger cabin (2) not allowed.
10. Elevator system according to claim 8, characterized in that the proportional solenoid valve (V5) is moved from a first switching position (S1) into a second switching position (S2) by means of the signal of the acceleration sensor (B) in the case of the passenger cabin (2) not allowing a sudden deceleration.
11. Elevator system according to claim 8, characterized in that the signal from the acceleration sensor (B) causes the change of the switching position of the directional valve (V4).
12. Elevator system according to claim 1, characterized in that the directional control valve (V4) has a switching monitor (SH).
13. Elevator system according to claim 1, characterized in that at least the first or the second electromagnetic directional valve (V1, V2) has a switching monitor (SH).
14. Elevator system according to claim 1, characterized in that at least the first (L1) or the second (L2) pipe section with the first pressure accumulator (D1) or the third (L3) or the fourth (L4) or the fifth (L5) pipe section with the second pressure accumulator (D2) has a pressure monitor.
15. Elevator system according to claim 14, characterized in that the fourth line section (L4) is discharged via a throttle valve (D) and via a sixth line section (L6) towards the energy storage tank (T).
16. Elevator system according to claim 15, characterized in that the fourth line section (L4) is switched from the first switching position (S2) to the electromagnetic relief valve (V6) in the second switching position (S1) via a time delay and is discharged via the sixth line section (L6) towards the energy storage tank (T).
17. Elevator system according to claim 16, characterized in that the electromagnetic pressure relief valve (V6) is switched from the second switching position (S2) into the first switching position (S1) with a time delay by means of a capacitor (C).
18. Elevator system according to claim 17, characterized in that the time delay for the electromagnetic relief valve (V6) to switch from the second switching position (S2) to the first switching position (S1) can be preset by setting the defined capacity of the capacitor (C) on the basis of measured variables obtained before the departure of the cabin (2), such as the load and/or the direction of travel (M) and/or the destination floor and/or the speed of travel of the cabin (2).
19. Elevator system according to claim 15, characterized in that a non-return valve (R1, R2, R3) is arranged at least in the first line section (L1) or in the third line section (L3) or in the sixth line section (L6).
20. Elevator system according to claim 1, characterized in that mineral-or synthetic-oil-based or water-based hydraulic fluid is used as pressure medium for operating the valve assembly and the brake.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018009620.4 | 2018-12-07 | ||
| DE102018009620.4A DE102018009620A1 (en) | 2018-12-07 | 2018-12-07 | Brake, valve arrangement and method for controlling a brake |
| PCT/EP2019/084040 WO2020115304A1 (en) | 2018-12-07 | 2019-12-06 | Pressure medium-operated cabin brake and valve arrangement for controlling the emergency brake function of the pressure medium-operated cabin brake of a lift system |
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| Publication Number | Publication Date |
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| CN113165839A CN113165839A (en) | 2021-07-23 |
| CN113165839B true CN113165839B (en) | 2023-04-14 |
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| CN201980076438.9A Active CN113165839B (en) | 2018-12-07 | 2019-12-06 | Elevator system |
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| Country | Link |
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| CN (1) | CN113165839B (en) |
| DE (1) | DE102018009620A1 (en) |
| WO (1) | WO2020115304A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102019133376A1 (en) | 2019-12-06 | 2021-06-10 | Chr. Mayr Gmbh + Co Kg | Brake, circuit arrangement and method for controlling a brake |
| DE102020115998A1 (en) | 2020-06-17 | 2021-12-23 | Tk Elevator Innovation And Operations Gmbh | Elevator system |
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| KR100451818B1 (en) * | 2003-10-21 | 2004-10-08 | 주식회사 세이펠 | Rope Braking Device For Elevator |
| CN104229591A (en) * | 2014-06-01 | 2014-12-24 | 池州市华鑫机械设备有限公司 | Lift with automatic hydraulic buffering device |
| CN208008271U (en) * | 2018-02-20 | 2018-10-26 | 新昌县丽晶工业产品设计有限公司 | A kind of hydraulicdriven lift appliance |
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| ES2129480T3 (en) * | 1993-10-18 | 1999-06-16 | Inventio Ag | BRAKING SAFETY DEVICE FOR ELEVATOR CABINS. |
| DE19849749A1 (en) | 1998-10-28 | 2000-05-04 | Mayr Christian Gmbh & Co Kg | Part-pad spring pressure brake to engage a rotating disc |
| JP2001106453A (en) * | 1999-08-05 | 2001-04-17 | Tokimec Inc | Emergency descent device for hydraulic elevator |
| DE10143499A1 (en) * | 2001-09-05 | 2003-03-20 | Mayr Christian Gmbh & Co Kg | Electromagnetic brake with application noise damping elements, has additional damping elements of much lower stiffness that remain in contact with coil carrier to reduce release noise |
| DE202004017587U1 (en) * | 2004-11-12 | 2005-01-20 | Hydraulik-Liftsysteme Walter Mayer Gmbh | Guided lifting device with damped safety gear |
| DE502006004792D1 (en) | 2006-04-28 | 2009-10-22 | Invento Ag | Braking device of an elevator car |
| DE102010038327A1 (en) * | 2009-08-14 | 2011-02-17 | Continental Teves Ag & Co. Ohg | Brake system for motor vehicles |
| DE202011051664U1 (en) | 2011-10-18 | 2012-01-13 | Slc Sautter Lift Components Gmbh & Co. Kg | Braking device for an elevator |
| CN102774719B (en) * | 2012-07-02 | 2014-07-09 | 太原理工大学 | Intelligent elevator safety tongs |
| CN103640946B (en) * | 2013-12-11 | 2015-07-22 | 福州大学 | Mechanical compression-shear type and energy consumption type buffer for elevator |
| DE202014103702U1 (en) * | 2014-05-20 | 2015-08-26 | Wittur Holding Gmbh | Safety device for operating an elevator |
| US9738491B2 (en) * | 2015-01-30 | 2017-08-22 | Thyssenkrupp Elevator Ag | Hydraulic-boosted rail brake |
| CN106829683B (en) * | 2016-12-27 | 2018-11-23 | 廖忠民 | The in-flight maintenance of rack-and-pinion lifting device and safety catch |
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2018
- 2018-12-07 DE DE102018009620.4A patent/DE102018009620A1/en active Pending
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2019
- 2019-12-06 CN CN201980076438.9A patent/CN113165839B/en active Active
- 2019-12-06 WO PCT/EP2019/084040 patent/WO2020115304A1/en active Application Filing
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100451818B1 (en) * | 2003-10-21 | 2004-10-08 | 주식회사 세이펠 | Rope Braking Device For Elevator |
| CN104229591A (en) * | 2014-06-01 | 2014-12-24 | 池州市华鑫机械设备有限公司 | Lift with automatic hydraulic buffering device |
| CN208008271U (en) * | 2018-02-20 | 2018-10-26 | 新昌县丽晶工业产品设计有限公司 | A kind of hydraulicdriven lift appliance |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2020115304A1 (en) | 2020-06-11 |
| CN113165839A (en) | 2021-07-23 |
| DE102018009620A1 (en) | 2020-06-10 |
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