EP0915804A1 - Procede et dispositif de commande d'un ascenseur hydraulique - Google Patents

Procede et dispositif de commande d'un ascenseur hydraulique

Info

Publication number
EP0915804A1
EP0915804A1 EP98900840A EP98900840A EP0915804A1 EP 0915804 A1 EP0915804 A1 EP 0915804A1 EP 98900840 A EP98900840 A EP 98900840A EP 98900840 A EP98900840 A EP 98900840A EP 0915804 A1 EP0915804 A1 EP 0915804A1
Authority
EP
European Patent Office
Prior art keywords
speed
control
cabin
valve
driving
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP98900840A
Other languages
German (de)
English (en)
Other versions
EP0915804B1 (fr
Inventor
Sead Veletovac
Hubert Häussler
Daniel Moser
Roland Bisig
Richard Von Holzen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bucher Hydraulics AG
Original Assignee
Beringer-Hydraulik AG
Beringer Hydraulik AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beringer-Hydraulik AG, Beringer Hydraulik AG filed Critical Beringer-Hydraulik AG
Publication of EP0915804A1 publication Critical patent/EP0915804A1/fr
Application granted granted Critical
Publication of EP0915804B1 publication Critical patent/EP0915804B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/04—Control systems without regulation, i.e. without retroactive action hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/02—Systems essentially incorporating special features for controlling the speed or actuating force of an output member
    • F15B11/04—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed
    • F15B11/046—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed depending on the position of the working member
    • F15B11/048—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed depending on the position of the working member with deceleration control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/04—Kinds or types of lifts in, or associated with, buildings or other structures actuated pneumatically or hydraulically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/02—Systems essentially incorporating special features for controlling the speed or actuating force of an output member
    • F15B11/04—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed
    • F15B11/042—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed by means in the feed line, i.e. "meter in"
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/02—Systems essentially incorporating special features for controlling the speed or actuating force of an output member
    • F15B11/04—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed
    • F15B11/044—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the speed by means in the return line, i.e. "meter out"
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/205—Systems with pumps
    • F15B2211/2053—Type of pump
    • F15B2211/20538—Type of pump constant capacity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/205—Systems with pumps
    • F15B2211/2053—Type of pump
    • F15B2211/20561—Type of pump reversible
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/30505—Non-return valves, i.e. check valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/405—Flow control characterised by the type of flow control means or valve
    • F15B2211/40515—Flow control characterised by the type of flow control means or valve with variable throttles or orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/405—Flow control characterised by the type of flow control means or valve
    • F15B2211/40576—Assemblies of multiple valves
    • F15B2211/40584—Assemblies of multiple valves the flow control means arranged in parallel with a check valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/42—Flow control characterised by the type of actuation
    • F15B2211/428—Flow control characterised by the type of actuation actuated by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/46—Control of flow in the return line, i.e. meter-out control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/47—Flow control in one direction only
    • F15B2211/473—Flow control in one direction only without restriction in the reverse direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/505—Pressure control characterised by the type of pressure control means
    • F15B2211/50509—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure upstream of the pressure control means
    • F15B2211/50536—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure upstream of the pressure control means using unloading valves controlling the supply pressure by diverting fluid to the return line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/515—Pressure control characterised by the connections of the pressure control means in the circuit
    • F15B2211/5151—Pressure control characterised by the connections of the pressure control means in the circuit being connected to a pressure source and a directional control valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/55—Pressure control for limiting a pressure up to a maximum pressure, e.g. by using a pressure relief valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/615—Filtering means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/6306—Electronic controllers using input signals representing a pressure
    • F15B2211/6309—Electronic controllers using input signals representing a pressure the pressure being a pressure source supply pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/632—Electronic controllers using input signals representing a flow rate
    • F15B2211/6326—Electronic controllers using input signals representing a flow rate the flow rate being an output member flow rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/6336—Electronic controllers using input signals representing a state of the output member, e.g. position, speed or acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/635—Circuits providing pilot pressure to pilot pressure-controlled fluid circuit elements
    • F15B2211/6355—Circuits providing pilot pressure to pilot pressure-controlled fluid circuit elements having valve means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F15B2211/6652—Control of the pressure source, e.g. control of the swash plate angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/705—Output members, e.g. hydraulic motors or cylinders or control therefor characterised by the type of output members or actuators
    • F15B2211/7051—Linear output members
    • F15B2211/7052—Single-acting output members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/75—Control of speed of the output member

Definitions

  • the invention relates to a method for controlling a hydraulic elevator according to the preamble of claim 1 and to a device for performing the method according to the preamble of claim 5.
  • Such controls are suitable, for example, for operating a lift system in which a car in a lift shaft has different positions, e.g. different floors of a building.
  • the cabin is driven by the interaction of a lifting piston connected to the cabin with a lifting cylinder which is filled with a pressure oil.
  • the lifting cylinder is connected via a cylinder line to a pump which is driven by a motor.
  • pressure oil can be conveyed from an oil tank to the lifting cylinder, as a result of which the cabin is moved in the upward direction.
  • pressure oil is pumped from the lifting cylinder into the oil tank, causing the cabin to move downward. Due to the dead weight of the cabin, the pressure oil in the lifting cylinder and in the cylinder line is constantly under a certain pressure.
  • Leakage is unavoidable in the pumps commonly used for the stated purpose.
  • the leakage is a function of the prevailing pressure. The consequence of this is that the pump speed when driving upwards must be somewhat higher than it would have to be if the leakage did not exist. It also follows that if the cabin is to be held in a certain position, the pump must run at a certain speed in order to deliver such a large amount of pressure oil that this leakage is just being compensated for. This is known for example from US-A-4,593,792.
  • the object of the invention is to provide a solution which takes these circumstances into account insofar as it enables jerk-free travel even at very low speeds, for example when moving to a standstill.
  • the hydraulic elevator or its control system should manage with few sensors and allow the use of standard electrical components for motor control
  • Claim 1 relates to the method according to the invention, while claim 5 identifies a device with which the method according to the invention can be carried out.
  • FIG. 1 shows a diagram of a hydraulic elevator installation with a device serving to control it
  • an elevator shaft 1 is shown, in which a rail-guided cabin 2 is movable.
  • the cabin 2 is connected to a reciprocating piston of a lifting cylinder 3.
  • shaft pulse generators 4 are arranged, which interact with other dei Cab 2 attached, not shown in FIG. 1, provide information about the changes in position, for example the approach to a floor from above or below.
  • FIG. 1 further shows an elevator control 5, which is connected via a signal line 6 to external control units 7, which are assigned to the individual floors and of which only one is shown in FIG. 1, and to a car control unit 8.
  • the elevator control 5 can, for example, be a commercially available product such as the "Liftronic 2000 elevator control” (Findili AG, Kleinandelfingen / Switzerland).
  • a control line 9 leads from the elevator control 5 to a control and regulating unit 10. On this control line 9, control command signals K are transmitted from the elevator control 5 to the control and regulating unit 10, which will be described later.
  • the control command signals K arrive from the elevator control 5
  • Control command signals K fed to a setpoint generator 12. 1 shows a flow meter 13 with which the flow of the pressure oil to and from the lifting cylinder 3 and thus clearly the speed of the cabin 2 are detected.
  • This flow meter 13 is connected via a signal line 14 to a further input 15 of the control and regulating unit 10, so that measured values of the volume flow, namely its actual values XJ, are available to the control and regulating unit 10 from the flow meter 13.
  • the flow meter 13 can advantageously contain a Hall sensor. Such a flow meter is known from EP-B1-0 427 102.
  • the setpoint generator 12 uses the control command signals K to generate a setpoint x s for the speed of the cabin 2. Because of the clear relationship between the cabin speed and the volume flow of the pressure oil, measured with the flow meter 13, this setpoint for the cabin speed is at the same time the setpoint x s of the volume flow.
  • a controller 18 which, in a known manner, determines a control deviation ⁇ x therefrom and a manipulated variable y therefrom. This manipulated variable y is available at a first output of the controller 18.
  • the setpoint generator 12 also generates directly from the control command signals K setpoints for the units to be controlled by the control unit 10, which will be described later.
  • All setpoints and also the control command signals K are fed to a control block 19.
  • This control block 19 has three outputs: a first output leads to a first signal converter 22, the output of which is via one contained in the elevator control 5 Safety relay 23 is guided on a valve drive 24.
  • This valve drive 24 can advantageously have a magnetically acting drive, for example a proportional magnet.
  • a second output of the control block 19 leads to a second signal converter 27, the output of which is connected to a power supply part 2S.
  • This power supply part 28 contains a power controller 29, which is a frequency converter, for example.
  • a third output of the control block 19 is connected to a third signal converter 30, the output of which is also connected to the power supply part 28.
  • FIG. 1 also shows a control block 33 which receives the information about the size of the control deviation ⁇ x from a second output of the controller 18. This
  • Control block 33 compares the size of the control deviation ⁇ x with a limit value and then, when the size of the control deviation ⁇ x exceeds this limit value, triggers a signal which is fed to the control block 19. This means that all signals emanating from control block 19 can be set to zero, so that cabin 2 comes to a standstill in an emergency.
  • a parameter block 34 is also shown, which is connected to a serial interface 35.
  • a service unit (not shown) can be connected to the control and regulating unit 10 via this serial interface 35. In this way, parameters of the control and regulating unit 10, such as the aforementioned limit value of the control deviation ⁇ x, can be queried and changed.
  • a high-current line 36 shown in the illustrated embodiment as a three-pole line, which is connected to the power supply network L1, L2, L3 via a main switch 37.
  • the power supply part 28 is supplied with the electrical energy required to operate the hydraulic elevator.
  • the electrical energy is supplied from the power supply part 28 to a motor 39 via a motor contactor 38, which can consist, for example, of two contactors connected in series.
  • the power supply network L1, L2, L3 is a three-phase network and the motor 39 is accordingly a three-phase motor.
  • the invention is not so limited.
  • the motor 39 could be any electric motor, including a DC motor.
  • the design of the power supply part 28 corresponds in each case to the motor 39 used.
  • the motor 39 is rigidly connected to an oil pump 40, with which pressure oil can be conveyed from an oil tank 41 into the lifting cylinder 3.
  • Engine 39 and oil pump 40 are usually arranged directly in this oil tank 41.
  • the Daicköl delivered by the oil pump 40 passes via a pump line 42 to a valve unit 43 and from there via a cylinder line 44 to the lifting cylinder 3.
  • the direction of rotation of the motor 39 determines the direction of flow of the pressure oil. In one direction of rotation, pressure oil passes from the tank 41 via the pump line 42, valve unit 43 and cylinder line 44 to the lifting cylinder 3, provided the speed of the motor 39 the speed that is necessary to compensate for the leakage of the oil pump 40 is greater. As a result, the cabin 2 is moved in the upward direction. In the other direction of rotation, pressure oil from the lifting cylinder 3 passes through the cylinder line 44, valve unit 43 and pump line 42 into the oil tank 41. As a result, the cabin 2 will be eat in the downward direction.
  • the valve unit 43 advantageously consists essentially of a check valve 47 and a down valve 48, which are arranged parallel to one another between the pump line 42 and the cylinder line 44.
  • the downward valve 48 in turn advantageously consists of a control valve 49 and a pilot valve 50 acting thereon.
  • the pilot valve 50 is advantageously actuated by the valve drive 24 already mentioned.
  • the valve unit 43 also contains an emergency drain valve 51 which is arranged on the side of the connection between the check valve 47 and the downward valve 4S facing the cylinder line 44.
  • a pressure limiting valve 52 is arranged on the side of the connection of check valve 47 and downward valve 48 facing the pump line 42.
  • a pressure switch 53 and a manometer 54 are known for the equipment of such a system.
  • a suction valve 67 is also arranged on the side of the oil pump 40 facing the pump line 42.
  • the flow meter 13 already mentioned detects the speed of the pressure oil flowing between the valve unit 43 and the lifting cylinder 3 in the cylinder line 44. It is advantageously arranged within the valve unit 43.
  • a braking unit 81 and / or a regenerative unit 82 can be connected to the power supply part 28.
  • the car 2 of such a hydraulic elevator is operated with at least two nominal speeds, namely with a first speed (fast travel) and a second speed (slow travel) and transition phases between these two speeds on the one hand and the second speed (slow travel) and standstill on the other hand , which are characterized by continuous changes in speed.
  • the second speed (creep speed) can be, for example, 5 to 10% of the first speed.
  • the elevator control 5 outputs a control command signal K to the control and regulating unit 10 on the basis of an operating action on an outside operating unit 7 or on the cabin operating unit 8, from which a driving command signal results. so the car 2 is set in motion. As will be described later, the movement begins with increasing acceleration until reaching the first speed (high speed).
  • the cabin speed is regulated by acting on the valve unit 43 when driving downward in the range of low speeds in the starting and braking phases, while at higher speeds it is regulated by acting on the power supply part 28 and thus on the motor 39 and the oil pump 40, at the same time the Valve unit 43 is controlled.
  • the valve unit 43 When driving upward, the valve unit 43 is not activated and the cabin speed is regulated in all speed ranges by acting on the power supply part 28 and thus on the motor 39 and the oil pump 40.
  • the speed of the cabin 2 is the only controlled variable and if the flow meter 13 whose actual value x j is fed to the control and regulating unit 10 is used as the sensor.
  • the speed of the cabin 2 is regulated in such a way that the setpoint x s predetermined by the setpoint generator 12 is compared with the actual value XJ supplied by the flow meter 13, which takes place within the controller 18.
  • the controller 18 outputs the manipulated variable y to the control block 19.
  • control block 19 forwards manipulated variable y to signal converter 27 when driving upwards.
  • an actuating command Y M is generated from the manipulated variable y.
  • the control command Y is in its nature matched to the element to be controlled, namely the power supply part 2S with the power divider 29.
  • the control command YM must be adapted to the frequency converter used.
  • the type G9S-2E with brake chopper BU III 220-2 (from Fuji) can be used as the frequency converter are
  • the signal converter 27 is designed so that from the manipulated variable y an exact matching to this Frequenzum ⁇ chte ⁇ yp control command Y, ⁇ j t is Generier
  • control and regulating unit 10 When driving upward, as described, the control and regulating unit 10 alone actuates the effect chain comprising the power supply part 28 with the power controller 29, the motor 39 and the oil pump 40. At all occurring speeds, the speed is regulated by regulating the speed of the motor 39 and thus the speed of the oil pump 40
  • the setpoint generator 12 When driving downward, the speed is regulated in a different way.
  • the setpoint generator 12 advantageously generates a further setpoint in addition to the setpoint x s , namely a setpoint xv serving to control the motor.
  • This setpoint x vi is sent from the control block 19 forwarded the signal converter 27, which generates the control command Y ⁇ analogously to the upward travel described above.In contrast to the upward travel, however, this is not a signal within the control chain, but a purely control variable.
  • the motor 39 is accordingly initially only controlled, not regulated, motor 39 and thus the oil pump 40 now rotate in the reverse direction.
  • valve unit 43 Since the valve unit 43 is not activated and is therefore closed, a negative pressure develops in the pump line 42, which is limited by the automatic opening of the suction valve 67. According to the invention, the valve unit 43, namely the downward valve 48, is now also activated. This is done in such a way that the valve drive 24 is actuated. By means of its actuation, the pilot valve 50 is actuated, which in turn acts on the control valve 49.
  • the valve actuator 24 is actuated by means of an actuating command Yy, it being irrelevant whether at the beginning of the actuation the Control command Yy is generated from a pure control signal or from a signal of a control chain.
  • the control command Yy is formed at least soon after the start of the control in the context of a control. This takes place in that the setpoint generator 12 specifies a setpoint x s for the speed, which the controller 18 compares with the actual value X J supplied by the flow meter 13 and off the control deviation ⁇ x forms the manipulated variable y as a control signal.
  • the control block 19 forwards this manipulated variable y to the signal converter 22, which converts the manipulated variable y into an actuating command Yy.
  • the valve drive 24 is activated.
  • the downward valve 48 opens in such a way that the valve drive 24 actuates the pilot valve 50 and this actuates the control valve 49
  • dei target value generator 12 in addition to the target values ⁇ s (target value for the Cabin speed) and x t [(control variable for the motor 39) also generates a setpoint xy, which is a control variable for the down-flow valve 4S.
  • the control variable 1 now changes the manipulated variable y, which represents the signal of the control chain, from the signal converter 22 to the Signal converter 27 switched over, while signal converter 22 receives setpoint xy at the same time.
  • Setpoint xy is brought about.
  • Setpoint xy is generated by setpoint generator 12 and now represents a pure control variable
  • the speed of the cabin 2 is reduced by reducing the setpoint x s .
  • the regulation is carried out in continuation of the previously described effect by reducing the actuating command Y j v [ .
  • the setpoint xy is reduced, which means that the wait valve 48 is slowly controlled in the closing direction.
  • the controlled variable is switched over again.
  • the manipulated variable y that is to say the signal of the control chain, is now in turn applied to the signal converter 22 by the control block 1 and the signal converter 27 receives the setpoint x ⁇ r.
  • the speed is now regulated again by actuating the waiting valve 48, while the motor 39 is only controlled according to the specifications by the setpoint ⁇ j .
  • the speed is now regulated in that the setpoint x s is reduced by the setpoint generator 12, from which it follows that the wait valve 48 is actuated in the closed direction as part of the regulation until it is fully closed, so that the cabin 2 stands still .
  • the control size for the motor 39, the setpoint x ⁇ is reduced to zero.
  • the motor 39 or the downward valve 48 is controlled by predetermined control variables. This has the advantage that no instabilities such as control oscillations or jumps occur in the control behavior at the moment of the switching process for the controlled variable
  • control and regulation unit 10 comprises means, with the aid of which
  • Oil pump 40 and valve unit 43 can be controlled in such a way that when driving downward at a speed approximately equal to or less than the second speed (Schleichf. ⁇ hrt ⁇ the regulation of the speed of the cabin 2 by the control and regression unit 10 on the basis of the signal from the sensor 13 in such a way that the valve unit 43 is acted on in a regulating manner, while when driving downwards at a speed approximately equal to or greater than the second speed (creep speed) and when driving upwards, the speed of the cabin 2 is regulated in that regulatingly acts on the power supply part 28 and thus on the motor 39 and the oil pump 40
  • the setpoint generator 12 which generates setpoints for the speed of the cabin 2, setpoints x ⁇ j for the speed of the engine and setpoints xy for the control of the valve unit 43 as a function of control command signals K present at its input
  • the controller 18, which consists of the respective target value x s for the speed of the cabin 2 and an actual value x detected by the sensor 13; for the
  • control block 19 determines the speed of the cabin 2, the control block 19, which as a function of the drive command signals K, the control variable y and the setpoints xjy [and xy, a control command Yy for the valve unit 43 and a control command Yj j for the motor 39 generated.
  • the control block 19 acts according to the invention in such a way that when driving downwards at a speed approximately equal to or less than the second speed (creep speed), the control command Yy for the valve unit 43 represents the controlled variable of the control circuit, while when driving downwards at a speed approximately greater than the second speed (creep speed ) and when the drive command Y ⁇ for motor 39 represents the controlled variable of the control loop.
  • the flow sensor 13 is present as the only sensor with the aid of which the speed of the cabin 2 is detected.
  • the measured variable delivered by this flow meter 13 to the control and regulating unit 10 correlates with the speed of the cabin 2, in all circumstances, for example also with changes in the temperature of the pressure oil, which is associated with a change in viscosity, and with changing loads on the cabin 2nd
  • the valve drive 24 can be controlled by the control command Yy.
  • the command Yy is, for example, a voltage.
  • a magnetic field proportional to this voltage is generated in the valve drive 24, which exerts a force on a magnet armature (not shown in FIG. 2).
  • This magnet armature is connected to a plunger 68, so that the force exerted on the magnet armature also acts on the plunger 6S.
  • a spring 69 is also shown, which is supported against a cone 70.
  • the plunger 6S engages in this cone 70, so that the force generated by the valve drive 24 is transmitted to this cone 70.
  • the cone 70 can thereby be moved relative to a pilot bushing 71.
  • FIG. 2 also shows a cylinder chamber 72, which is connected to the cylinder line 44 via the flow meter 13, not shown. Also shown is a control piston 74 provided with slots 73, which separates the cylinder chamber 72 from a control chamber 75. This control chamber 75 is connected to a pilot chamber 94 via a bore 76. Beyond the pilot sleeve 71 there is a bore 77 which leads to the tank 41 (FIG. 1).
  • Reference number 78 denotes a guide cylinder which serves to guide the control piston 74. Through two openings in the guide cylinder 78 and the slots 73 there is a passage between the cylinder chamber 72 and the control chamber 75.
  • the guide cylinder 78 on the inside and the control piston 74 on the outside are designed so that there is a releasable opening cross section 79 between them by the movement of the control piston 74 variable size determines the flow of the pressure oil between the cylinder chamber 72 and a pump chamber 95, which communicates with the oil pump 40 via the pump line 42.
  • a compensation pin 93 serves as a safety element in the event of overpressure or pressure of the spring 69.
  • a piston head 96 is shown, which is movable in a bore in the guide cylinder 78 and serves for the precise guidance of the control piston 74.
  • the left half of FIG. 2 thus essentially shows the control valve 49 (FIG. 1), while to the right of it the pilot valve 50 (FIG. 1) is shown.
  • FIG. 2a and 2b show detailed representations of a sub-step. " Details of the slits 73 in the control piston 74 are shown. In connection with FIG. 2 it can be seen from FIG. 2a that the slits 73 extend axially to one end of the control piston 74. The depth of the slits 73 increases to the end of the control piston 74 linearly from an incline of, for example, approximately 20 degrees, the slots 73 act as inlet orifices to the control chamber 75 (FIG. 2). In the closed position of the control piston 74 shown in FIG. The cross-sectional area of these inlet orifices increases with increasing stroke of the control piston 74. This acts as an internal, hydraulic-mechanical negative feedback, with which a higher positioning accuracy, dynamics and resolution of the movement of the control piston 74 is achieved.
  • this down valve 4S shows the closed position, which is present when no control command Yy is present at the valve drive 24. In this position, the same pressure prevails in the cylinder chamber 72, in the control chamber 75 and in the pilot chamber 94.
  • the proportional magnet contained in the valve drive 24 generates, as already mentioned, a magnetic field which is applied to the plunger 6S and thus the cone 70 exerts a force.
  • the cone 70 only moves when this force becomes greater than the force exerted by the spring 69. Between the cone 70 and the pilot sleeve, an opening is created through which pressure oil can flow from the pilot chamber 94 through the bore 77 into the tank 41.
  • the down valve 48 is designed so that the piston head 96 of the control piston 74 has the same diameter as the sealing surface in the region of the
  • FIG. 3 shows three diagrams.
  • the upper diagram shows the course of the setpoint x s for the speed of the cabin 2 in a voltage-time representation (FIG. 1).
  • FIG. 1 shows the course of the setpoint x s for the speed of the cabin 2 in a voltage-time representation (FIG. 1).
  • FIG. 1 shows the course of the setpoint x s for the speed of the cabin 2 in a voltage-time representation (FIG. 1).
  • FIG. 1 shows the setpoint x s for the speed of the cabin 2 in a voltage-time representation
  • the setpoint x s is represented by a voltage.
  • the time course of the setpoint x s is represented by a variable. This also applies in the same way to the following FIGS. 4 to 6.
  • the course of a journey of the cabin 2 (FIG. 1) from one stop to the next stops is shown.
  • the middle diagram of FIG. 3 shows the course of the actual value XJ of the actual driving speed of the cabin 2 measured by the flow meter 13 (FIG. 1).
  • a voltage-time representation is shown, which represents the voltage signal emitted by the flow meter 13.
  • this would also be representable as a variable, which is output by an analog-digital converter to the control and regulation unit 10 (FIG. 1). If the speed of the cabin 2 (FIG. 1) is properly controlled by the control and regulating unit 10 (FIG. 1), the courses of XJ and x s are almost congruent.
  • the lower diagram of FIG. 3 shows the time course of the control command Y.
  • This control command Y is represented by a voltage curve below the lower one Diagram are two of the elevator control 5 (Fig. 1) Generier t e control command signals K shown, namely a first control signal command Kl, which is set during an upward travel and through the An thoroughlyaing to the target, triggered by a shaft-encoder 4 (Fig. 1 ) is reset, and a second control signal command K2, which is also set when driving upwards, but which is only reset when the cabin 2 (Fig. 1) is a second shaft pulse generator 4 (Fig. 1), which is closer to the intended Destination is placed, is approaching .
  • the lower diagram of Fig. 3 shows that by setting the S your command signals K t l K2 and the control command Yjyj is set from zero to a value f a t Offse value U 0 s.
  • the motor 39 (FIG. 1) and consequently the oil pump 40 thus start up.
  • the inertia the leakage of the oil pump 40 and the compressibility of the pressure oil, this jump in signal does not cause a jerk in the cabin 2.
  • a pressure must first be built up in the pump line 42. As soon as this pressure exceeds the Daick in the cylinder line 44, the check valve 47 opens automatically.
  • the offset value U 0 f s should therefore advantageously be just high enough that the speed of the motor 39 is just high enough that a pressure builds up in the pump line 42 which corresponds approximately to the pressure in the cylinder line 44.
  • the size of the offset value U 0 f s can belong to those parameters which are stored in the parameter block 34 and can be changed via the serial interface 35.
  • This threshold value Urj which is preferably also adjustable as a parameter, is, for example, approximately 0.5 to 2% of the maximum value of the target value x s or of the actual value XJ.
  • the control is ended after the ramp function UR and thus the regulation of the speed of the cabin 2 is started.
  • This method of initially controlling the speed with a transition to regulating the speed is particularly advantageous because the transition from the control to the regulation takes place at the moment when a certain speed has been reached in the context of the control. Thus, no jump functions or control vibrations occur during the transition from control to regulation.
  • the further course of the control command Y M over time is thus solely the result of the control of the motor 39 by the controller 18 on the basis of the setpoint x s, the speed of the cabin and the actual value x;
  • the curve for the setpoint x s (upper diagram) and then rises to a maximum that t the already mentioned first Geschwindigkei (fast speed) corresponds.
  • the course of the actual value x; and the course of the control command YM now results from the regulation.
  • a delay phase P V ore begins (upper diagram in FIG. 3).
  • the setpoint x s is now reduced by the setpoint generator 12 (FIG. 1) according to the representation of the curve.
  • the end of the deceleration phase P verz is characterized by the stepless transition to a speed that corresponds to the aforementioned second speed (creep speed) when the control signal command K2 drops due to the approach of the cabin 2 (FIG. 1 ) to the second shaft pulse generator 4 (FIG. 1), the setpoint s is formed by the setpoint generator 12 in accordance with a softstop setpoint curve K ss (upper diagram in FIG. 3), which is characterized by a smooth transition from the second
  • FIG. 4 largely corresponds to FIG. 3 and only the differences from FIG. 3 are described below.
  • the offset U 0 f s and the ramp function UR for the actuating command YJ are dispensed with.
  • the function for the setpoint x s of the speed of the cabin 2 is started with an offset x 0 f s . This means that control is started from the start.
  • FIG. 5 shows a first experience for the downward journey with selected signals.
  • FIG. 5 shows four diagrams.
  • the upper diagram shows a voltage-time representation the course of the setpoint x s for the speed of the cabin 2 (FIG. 1) in the same way as in FIGS. 3 and 4.
  • the course of the actual value ⁇ is in the second diagram from above 2, represented by the measurement of the flow meter 13 (FIG. 1), shown in FIG
  • the third diagram shows the course of the control signal Yy over time, which is output by the control and regulating unit 10 to the valve drive 24 for controlling the downward valve 48 .
  • the lower diagram again shows, analogously to FIGS.
  • the control command signals K3 and K4 initially generate an offset value U 0 f s M (lower diagram) from the setpoint generator 12 (FIG. 1) of the control and regulating unit 10 at the time tQ (third diagram from above, this time axis applies to all four diagrams) ) for the command Yj ⁇ generated and supplied from the control block 19 to the power supply 28.
  • Motor 39 and pump 40 thus rotate at a corresponding predetermined speed. Only the absolute value is shown here, but it can already be seen from the aforementioned that the direction of rotation of motor 39 and pump 40 is reversed with respect to the upward travel. This creates a vacuum in the pump line 42. In order to limit this vacuum so that cavitation of the pump 40 is avoided, the suction valve 67 now opens.
  • the setpoint generator 12 (FIG. 1) of the control and regulating unit 10 first generates an offset value U 0 f s y (third diagram from above) for the control command Yy and from the control block 1 the valve drive 24 for actuating the downward valve 48 fed.
  • the size of the offset value U 0 f s y is such that the force exerted by the magnet armature on the tappet 68 (FIG. 2) is even less than the pretension of the spring 69, so that the cone 70 does not yet lift off from the pilot sleeve 71 .
  • the cone 70 does not yet make a stroke, so that the pilot valve 50 (FIG. 1) remains closed.
  • a first setpoint ramp URJ for the command Yy is also started.
  • the force generated by the valve drive 24 and exerted on the tappet 68 (FIG. 2) thus increases.
  • the cone 70 lifts off the pilot sleeve 71. Consequently, the pilot valve opening 50 and consequently also the control valve 49.
  • pressurized oil 41 can escape, and the movement of the car 2 (Fig. 1) from the cylinder line 44 in direction of the tank starting t This is reflected directly by the fact that now the actual value x ; becomes different from zero, as the second diagram shows.
  • the first setpoint ramp U R 1 for the control command Yy is terminated. This corresponds to the time tj.
  • a second, what e t flatter setpoint ramp URJ? started for the command Yy.
  • the increase in speed of the movement of the cabin 2 is limited, so that a jerk does not occur.
  • the second setpoint ramp UR: is aborted for the control command Yy. This corresponds to the time t ? ,
  • the function for the setpoint x s of the speed of the cabin 2 is now started with an offset value x ofs .
  • the setpoint jump of x s zero at x s x equal ofs come as the second chart for the Is t value x; shows not a jump in the really achieved speed.
  • This can be achieved in that the offset value x ofs is chosen to be the same size as the second threshold value x 2 . But even if this is not were true, the transition from the controller to control because of inertia and the compressibility of the pressure oil would tro t zdem smoothly.
  • the control command Yy and the actual value X J also increase in accordance with the increasing setpoint x s. As soon as the setpoint x s has reached a threshold value t x 3 , which is the case at time t 3 , the control is switched. The control block 19 now no longer generates the control command Yy for the downward valve 48 from the control signal y, but rather the control command Y M for the power supply part 28, and thus for the motor 39.
  • control block 19 continues to generate the control command Yy, but now no longer on the basis of the manipulated variable y, but on the basis of the specification of setpoints t en xy (FIG. 1) that the setpoint generator 12 generates.
  • the setpoint xy then rises relatively quickly , which is reflected in the rising control command Yy (FIG. 5, third diagram from above) .
  • the downward valve 48 is thus controlled in the “fully open” direction and thus increasingly and ultimately completely loses an effect on the speed of the . Kabir.e 2 .
  • the Abvvarts valve 48 With the actuation of the Abvvarts valve 48 in the closing direction caused by the reduction of the control command Yy, the Abvvarts valve 48 gains increasing influence on the flow of the pressure oil from the cylinder 3 (FIG. 1) back into the tank 41. This increasing influence is however automatically caused by a corresponding change of the command Yjvl compensated. At almost any point in time within the delay phase P verz , the control can again be switched from the control command Yj ⁇ to the control command Yy.
  • control signal Yy still has a finite value when the cabin 2 is at a standstill has to do with the fact that the pilot valve 50 already closes due to the effect of the bias of the spring 69 when a control signal Yy of finite size is still present at the valve drive 24.
  • FIG. 6 shows a second variant of the downward journey.
  • This variant differs from the variant shown in FIG. 5 in the same way as is the case with the upward journey according to FIG. 4 in comparison to the upward journey according to FIG. 3: the ramp functions are omitted in this variant and it is used from the beginning with a Scheme started.
  • the third signal converter 30 mentioned at the outset receives information about the operating state from the control block 19.
  • the signal converter 30 transmits to the power supply part 28 the information about the direction of travel, that is to say upward or downward travel, so that the power supply part 28 together with the power divider 29 can accordingly switch between drive and brake control
  • control and regulating unit 10 is advantageously designed as a microprocessor control.
  • the details shown in FIG. 1 with setpoint generator 12 and control block 19 and their mode of operation are then implemented by program code.
  • the inputs and outputs of the control and regulating unit 10 are then formed by analog-digital converters or digital-analog converters.
  • an oil pump 40 with a very low leakage rate is used in a hydraulic elevator, it can be advantageous to apply the control according to the invention of a valve unit 43 even when driving upwards at low speed

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Elevator Control (AREA)
  • Types And Forms Of Lifts (AREA)
  • Forklifts And Lifting Vehicles (AREA)

Abstract

Procédé et dispositif de commande d'un ascenseur hydraulique, une cabine (2) pouvant se déplacer vers le haut et vers le bas dans une cage d'ascenseur (1). La cabine (2) est reliée à un piston alternatif et est entraînée par une pompe à huile (40) qui achemine de l'huile sous pression d'un réservoir (41) à un vérin de levage (3). La pompe à huile (40) est actionnée par un moteur (39) alimenté par une partie (28) d'alimentation en courant pouvant être régulée. La vitesse de la cabine (2) est détectée par un capteur (13). Une unité de commande et de régulation (10) commande et régule les ensembles qui influent sur le déplacement de la cabine (2), à savoir le moteur (39) et une unité soupape (43). Lors de la montée, la vitesse de la cabine (2) est maîtrisée par la régulation du moteur (39). Lors de la descente, selon la présente invention, un effet de régulation et de commande est appliqué sur l'unité soupape (43). En cas de faible vitesse lors du démarrage ou du freinage de la cabine (2), la vitesse est régulée par actionnement de l'unité soupape (43) et en cas de vitesses plus élevées, comme lors de la montée, la vitesse est régulée par régulation du moteur (39).
EP98900840A 1997-02-06 1998-02-04 Procede et dispositif de commande d'un ascenseur hydraulique Expired - Lifetime EP0915804B1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
CH26097 1997-02-06
CH26097 1997-02-06
CH260/97 1997-02-06
CH69397 1997-03-22
CH693/97 1997-03-22
CH69397 1997-03-22
PCT/CH1998/000040 WO1998034868A1 (fr) 1997-02-06 1998-02-04 Procede et dispositif de commande d'un ascenseur hydraulique

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EP0915804A1 true EP0915804A1 (fr) 1999-05-19
EP0915804B1 EP0915804B1 (fr) 2003-05-21

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EP (1) EP0915804B1 (fr)
JP (1) JP2000508614A (fr)
KR (1) KR100510204B1 (fr)
CN (1) CN1105074C (fr)
CA (1) CA2251107C (fr)
DE (1) DE59808428D1 (fr)
TW (1) TW346475B (fr)
WO (1) WO1998034868A1 (fr)

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CN113530926B (zh) * 2021-06-12 2022-11-22 中国煤炭科工集团太原研究院有限公司 一种防爆车辆工作机构操纵闭锁装置及安全控制系统

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Publication number Publication date
CA2251107A1 (fr) 1998-08-13
KR100510204B1 (ko) 2005-11-16
WO1998034868A1 (fr) 1998-08-13
JP2000508614A (ja) 2000-07-11
EP0915804B1 (fr) 2003-05-21
KR20000064850A (ko) 2000-11-06
CN1105074C (zh) 2003-04-09
CA2251107C (fr) 2006-11-14
CN1220644A (zh) 1999-06-23
DE59808428D1 (de) 2003-06-26
US6142259A (en) 2000-11-07
TW346475B (en) 1998-12-01

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