EP1431226A1 - Unite de commande de frein d'ascenseur - Google Patents

Unite de commande de frein d'ascenseur Download PDF

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Publication number
EP1431226A1
EP1431226A1 EP01972563A EP01972563A EP1431226A1 EP 1431226 A1 EP1431226 A1 EP 1431226A1 EP 01972563 A EP01972563 A EP 01972563A EP 01972563 A EP01972563 A EP 01972563A EP 1431226 A1 EP1431226 A1 EP 1431226A1
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EP
European Patent Office
Prior art keywords
brake
brake coil
armature
current
elevator
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
EP01972563A
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German (de)
English (en)
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EP1431226A4 (fr
EP1431226B1 (fr
Inventor
Yoshitaka c/o Mitsubishi Denki Kabushiki KARIYA
Masanori c/o Mitsubishi Denki Kabushiki YASUE
Seiji c/o Mitsubishi Denki Kabushiki WATANABE
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.)
Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP1431226A1 publication Critical patent/EP1431226A1/fr
Publication of EP1431226A4 publication Critical patent/EP1431226A4/fr
Application granted granted Critical
Publication of EP1431226B1 publication Critical patent/EP1431226B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • 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
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1805—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current

Definitions

  • the invention relates to control of a brake of an elevator, wherein, when an elevator start signal is issued, an energization circuit is closed, to thereby energize a brake coil, attract an armature against the force of a spring, disengage from a brake wheel a brake shoe remaining in pressed contact with the brake wheel, by means of the attracting action, and release braking force, thereby enabling activation of an elevator; and, when an elevator stop signal is issued, the energization circuit is interrupted so as to release the armature and cause the spring to press the brake shoe against the brake wheel, thereby producing braking force.
  • Fig. 10 shows the schematic configuration of a brake that is commonly used in a cable-type elevator.
  • a car 1 of an elevator is suspended by a counterweight 4 in the manner of a windlass by means of a main cable 3 passed around a sheave 2 of a hoisting machine and driven by a hoisting motor 5.
  • a brake wheel 6 is attached to a shaft 5a for coupling the hoisting motor 5 to the sheave 2.
  • a brake shoe 9 is pressed against an outer peripheral surface of the brake wheel 6 via a brake lever 8 by means of a spring 7. Brake force is generated by frictional force.
  • a motor control circuit 10 When the car 1 is activated, a motor control circuit 10 energizes the hoisting motor 5, and a start signal is sent to a brake controller 11, thereby activating a brake control circuit 12.
  • a PWM signal generation circuit 14 of a brake drive circuit 13 activates a chopper circuit 15, thereby energizing a brake coil 16 with a variable d.c. voltage.
  • an armature 17 When the brake coil 16 is energized, an armature 17 is attracted against the force of the spring 7. Pressure applied to press the brake shoe 9 against the brake wheel 6 is released by way of the brake lever 8, thereby canceling the brake.
  • a brake switch 18 When the armature 17 is attracted, a brake switch 18 is closed, whereby completion of release of the brake is detected.
  • the motor control circuit 10 de-energizes the hoisting motor 5 and also de-energizes the brake coil 16 by way of the brake control circuit 12 and the brake drive circuit 13, thereby disengaging the armature 17 from the attracted state and causing the spring 7 to press the brake shoe 9 against the brake wheel 6.
  • a voltage E designated by broken lines is output from the brake controller 11. Specifically, when an attraction voltage Ef to be used for attracting the armature 17 is applied to the brake coil at time t40, a brake coil current Ib increases gradually.
  • the brake coil current Ib is temporarily diminished.
  • the reason for this is that the inductance L is changed by an air gap "g" and that electromotive force (hereinafter called “speed electromotive force”) is produced at the rate of change in the inductance L; that is, the travel speed of the armature 17.
  • speed electromotive force electromotive force
  • the brake controller 11 decreases the voltage E applied to the armature 17 to a holding voltage Eh required to hold the armature in the attracted state. In association with a decrease in the applied voltage, the brake coil current Ib is decreased to a holding current Ih.
  • the brake coil current Ib is temporarily increased.
  • the reason for this is that an air gap is increased in association with the armature 17 being disengaged from the attracted state in the manner set forth, thereby decreasing the inductance L of the brake coil 16.
  • the temporary increase in brake coil current is also attributable to the speed electromotive force.
  • the brake coil current Ib is gradually decreased with the inductance L yielded in this state and reaches zero at time t45.
  • a current sensor 19 detects the brake coil current Ib and releases braking force
  • the instant when the braking force is released can be detected by means of detecting a point at which a decrease has arisen in the braking current Ib.
  • the instant when the braking force is generated can be detected by means of detecting a point at which an increase has arisen in the braking current Ib.
  • the brake of the conventional elevator is constructed in the manner set forth.
  • the voltage applied to the brake coil 16 at the time of stoppage of the car 1 becomes 0.
  • the brake coil current Ib is a time constant defined by the resistance and inductance of the brake coil 16 and is gradually decreased.
  • the attracting force of the brake coil 16 required to attract the armature 17 is proportional to the square of the brake coil current Ib and substantially inversely proportional to the air gap between the armature 17 and the brake coil 16. Accordingly, when the attracting force is decreased as a result of a decrease in the brake coil current Ib, the brake shoe 9 is pressed by the tensile force of the spring 7, to thereby impinge on the brake wheel 7. The impinging action induces noise.
  • the elevator having a hoisting machine installed within a hoistway entails a problem of ride comfort of the car 1 being deteriorated as a result of propagation of operating sound of the brake.
  • JP-B-7-64493 JP-A-63-158681
  • USP 4,974,703 based thereon describe the following invention, which utilizes the characteristic of the brake of the elevator. Specifically, when an elevator start instruction signal is issued, a decrease in a brake coil current is detected during the course of the brake coil current being increased as a result of energization of a brake coil, and then a start instruction is sent to a hoisting motor, thereby energizing the motor.
  • JP-B-7-68016 describes the following invention. Specifically, at the time of start of an elevator, a brake coil current is immediately boosted within a range in which unbalance torque can be maintained. Then, the brake coil current is gradually increased, thereby reducing brake torque of the brake. In this state, a hoisting motor is driven, and from then on a small current which can retain an released state of the brake is caused to flow to the brake coil, thereby improving ride comfort and suppressing generation of heat in the brake coil.
  • JP-A-7-2441 describes a braking device which produces braking force by means of grasping a rail.
  • a position immediately before a movable piece comes into collision with an electromagnet is detected.
  • a position immediately before a brake shoe grasps the rail is detected.
  • a brake coil current is controlled so as to reduce operating sound.
  • This braking device is aimed at reducing operating sound of the brake.
  • the position of the movable piece and that of the brake shoe cannot be detected easily. Even when the positions can be detected, there also arises a problem of the positions being susceptible to changes, for reasons of abrasion of brake linings and adjustment of the brake.
  • JP-B-7-80650 describes the following invention. Specifically, a current pattern used for controlling a brake current is compared with a detected brake current. On the basis of a result of comparison, activation or deactivation of the brake current is controlled, thus inhibiting generation of operating sound, which would otherwise be caused by opening or closing the brake.
  • JP-A-7-2452 also describes the following invention. Specifically, a brake shoe is gently pressed against a guide rail, thereby reducing operating sound. Further, in order to shorten an operation time, a brake coil current is diminished to essentially the same level as that of the holding current.
  • the invention aims at solving the problem of the brake of the conventional elevator and providing an elevator brake whose operating sound is reduced.
  • first brake coil control means decreases energization of the brake coil such that the armature is released from an attracted state.
  • the pressing force of the spring becomes weaker as a result of the attracting force of the armature being increased again by the brake coil during the course of release of the armature from an attracted state. Therefore, the pressure stemming from the force of the spring is lessened, which in turn enables a reduction in operating sound caused when the brake shoe collides with the brake wheel.
  • Switching to the second brake coil control means is performed when the rate of decrease in the brake coil current has become slowed to a level lower than a predetermined value or when the brake coil current has turned into an increase. Hence, the armature is released from the attracted state, and energization of the brake coil is increased immediately after the armature has started moving.
  • an energization value is imposed on an energization value to be increased. Even when the brake coil is energized by the second brake coil control means, a delay in release of the armature from an attracted state is limited. Further, the energization value is increased after actual movement of the armature has been detected. Hence, even when a resistance value is varied for reasons of a temperature change, switching to the second brake coil control means can be effected at an appropriate time.
  • the first brake coil control means is arranged such that the armature is released from the attracted state by means of a gradual decrease in the brake coil current circulating through a branch circuit connected in parallel with the brake coil, by means of interruption of an energization circuit.
  • the first brake coil control means controls the brake coil such that the brake coil is energized with a voltage which gradually lowers with lapse of time and such that the armature is released from an attracted state in association with a reduction in the voltage.
  • the first brake coil control means can be smoothly switched to the second brake coil means.
  • the first brake coil control means is switched to the second brake coil control means when the rate of decrease in brake coil current assumes a value of zero orwhen the brake coil current has turned into an increase.
  • the second brake coil control means energizes the brake coil with a voltage obtained by multiplication of the brake coil current value with the resistance of the brake coil, the current and resistance being obtained when the rate of decrease in the brake coil current assumes a value of zero.
  • the brake coil can be energizedwith an electric current close to the maximum current obtained within a range in which the armature is not attracted again, thereby reducing operating sound of the armature.
  • the brake coil resistance value is determined from a ratio of a voltage of the brake coil to the brake coil current, the ratio being obtained when the brake coil current has assumed a constant value while the braking force is released in response to an elevator start signal.
  • the brake coil can be energized with a current value close to the maximum current obtained within an allowable range of the thus-changed resistance value. Hence, the effectiveness of the invention can be achieved.
  • the rate of change in the brake coil current is computed, and a limitation is imposed on the rate of change such that the armature is not attracted again.
  • the brake coil is energized with a voltage proportional to a value obtained through computation.
  • the brake coil is energized on the basis of the rate of change in the brake coil current.
  • the brake can be caused to sensitively respond to actuation of the armature.
  • the second brake coil control means has a circuit model of a brake coil.
  • a model current is obtained by application, to the circuit model, of a voltage to be applied to the brake coil.
  • the model current is subtracted from the brake coil current, and the brake coil is energized with a voltage proportional to the rate of change in a result of subtraction.
  • the brake coil is energized on the basis of the speed of movement of the armature; that is, an increment in the brake current stemming from speed electromotive force. Hence, movement of the armature can be controlled smoothly.
  • a time constant of the brake coil is determined from an increment ⁇ I of the brake coil current obtained when a voltage Ei is applied to the brake coil in a stepped manner.
  • the inductance L of the circuit model of the brake coil is determined by multiplying the resistance R of the brake coil by the time constant.
  • the circuit model of the brake coil can be constituted in accordance with the status of each brake.
  • Figs. 1 and 2 show a first embodiment of a brake controller of an elevator according to the invention.
  • Fig. 1 is a block diagram showing a control circuit of a brake.
  • reference numeral 1 designates a car
  • 2 designates a sheave of a hoisting machine
  • 3 designates a main cable passed around the sheave 2
  • 4 designates a counterweight suspended by the main cable 3 with the car 1 in the manner of a windlass
  • 5 designates a hoisting motor which rotatively drives the sheave 2 via a shaft 5a
  • 6 designates a brake wheel coupled directly to the shaft 5a.
  • Reference numeral 7 designates a spring which presses and brings a brake shoe 9 against and into pressing contact with an outer peripheral surface of the brake wheel 6 via a brake lever 8 at all times, thereby producing braking force from frictional force.
  • Reference numeral 10 designates a motor control circuit for controlling the hoisting motor 5.
  • Reference numeral 16 designates a brake coil; and 17 designates an armature which opposes the brake coil 16 with an air gap "g" interposed between the armature and the brake coil and which is attracted by the brake coil 16 against the force of the spring 7 by means of energization of the brake coil 16. By means of attracting action, pressure exerted to press the brake shoe 9 against the brake wheel 6 is released.
  • Reference numeral 18 designates a brake switch which is closed when the armature 17 is attracted, thereby sensing completion of release of the braking force; and 19 designates a current sensor for sensing the brake coil current Ib.
  • Reference numeral 30 designates a brake control circuit which controls energization and de-energization of the brake coil and is constituted in the following manner.
  • Reference numeral 31 designates a mode controller for controlling energization of the brake coil 16; and If*, Ih*, and I0* designate target values of the brake coil current Ib. If* takes an attracting current as a target value; Ih* takes a holding current as a target value; and I0* takes a value of zero as a target value.
  • Reference numeral 32 designates a changeover switch for selecting any one from the target values If*, Ih*, and I0* of the brake coil current Ib.
  • Reference numeral 33 designates a subtracter for computing a difference between the target value If* and the brake current Ib, a difference between the target value Ih* and the brake current Ib, and a difference between the target value I0* and the brake current Ib.
  • Reference numeral 34 designates a current controller for performing control operation such that the brake current Ib assumes any one of the target values If*, Ih* and I0* on the basis of the difference.
  • Reference numeral 35 designates a differentiating circuit for computing a differential value of the brake current Ib; and 36 designates a reference voltage circuit which outputs a threshold value and is usually set to zero.
  • Reference numeral 37 designates a comparator for outputting a positive saturation voltage when the differential value is greater than a threshold value.
  • Reference numerals 38 and 39 designate control voltage circuits for outputting voltage values V1 and V2 used for energizing the brake coil 16 after a stop signal has been issued from the motor control circuit 10.
  • V1 is set to a value of zero; and V2 designates a pulse-like voltage which is increased in response to a stop signal and reduced after lapse of a predetermined period of time since the brake switch 18 was released.
  • V1 is set to a high constant voltage within a range in which the armature 17 is not attracted again.
  • the control voltage circuit 38 corresponds to first brake coil control means
  • the control voltage circuit 39 corresponds to second brake coil control means.
  • Reference numeral 40 designates a changeover switch which is connected to the control voltage circuit 38 at all times and switched to the control voltage circuit 39 by means of a positive saturation voltage output from the comparator 37; and 41 designates a changeover switch which is switched by the mode controller 34 and connected selectively to the current controller 34 or an output terminal c0 of the changeover switch 40, thereby outputting a coil control signal E*.
  • Reference numeral 50 designates a brake drive circuit which energizes the brake coil 16 and is constituted in the following manner.
  • Reference numeral 51 designates a d.c. power supply for energizing the brake coil 16; and 52 designates a chopper circuit which outputs a variable d.c. voltage and constitutes the circuit for energizing the brake coil 16.
  • Reference numeral 53 designates a branch circuit connected in parallel with the brake coil 16.
  • the branch circuit 53 is constituted of a diode.
  • Reference numeral 54 designates a PWM signal generator which is connected to the changeover switch 41 and produces a PWM signal corresponding to the coil control signal E*; and 55 designates a base driver which controls activation and deactivation of the chopper circuit 52 by means of the PWM signal.
  • the changeover switch 41 is switched to a terminal a1 by a mode controller 31, thereby selecting the target value If*.
  • the coil control signal E* corresponding to the target value If* is output, whereby the brake coil current Ib rises from time t11. Attracting force fc is also increased gradually. At time t12, the attracting force fc becomes equal to force fs of the spring 7.
  • the armature 17 is attracted as a result of further energization of the brake coil, and the brake coil current Ib is temporarily decreased.
  • the reason for this is that the inductance L of the brake coil 16 is increased as a result of a decrease having arisen in the air gap "g" in association with attraction of the armature 17. Another reason is responsible for speed electromotive force.
  • attraction of the armature 17 is completed, the brake coil current Ib is increased gradually with the inductance L yielded in that state.
  • the changeover switch 32 selects the target value Ih*. By means of such a selection operation, the brake coil current Ib drops to the holding current Ih required to hold the armature 17 in an attracted state.
  • the changeover switch 32 selects the target value I0*, and the changeover switch 41 is connected to a terminal b2. Since the changeover switch 40 is connected to a terminal c1 at this time, the coil control signal E* assumes a value of 0.
  • the brake coil current Ib circulates through a diode 53 and is gradually decreased at a predetermined time constant Tc, and the attracting force fc is also decreased. At time t16 the attracting force becomes equal to the force fs of the spring 7.
  • the brake coil current Ib is further decreased to a level below the force fs of the spring, whereupon the armature 17 starts being disengaged from the brake coil 16. In association with movement of the armature 17, speed electromotive force develops. The rate of decrease in the brake coil current Ib is slowed and turns into a gradual increase.
  • the comparator 37 switches the changeover switch 40 to a terminal c2 at time t17, and a voltage value V2 is output from the voltage circuit 39 as the coil control signal E*.
  • the brake coil 16 is again energized, whereupon the coil current Ib is increased gradually.
  • the attracting force fc is shifted substantially constant as a result of a gradual increase in the coil current Ib.
  • the armature 17 keeps moving under the attracting force fc and is released at time t18.
  • the changeover switch 40 is reset at time t19, which is achieved after lapse of a predetermined period of time since the brake switch 18 was released, and is then connected to the terminal c1, thereby outputting a value of 0.
  • Mode 0 is set at time t19, and the coil current Ib is gradually decreased and assumes a value of 0.
  • the brake coil 16 when the armature 17 starts moving, the brake coil 16 is energized at the high voltage V2 within a range in which the armature is not again attracted, thereby producing the attracting force fc slightly smaller than the force of the spring 7. Hence, noise generated by the force of spring 7 when the armature is released from an attracted state can be reduced.
  • Figs. 3 to 5 show a second embodiment of the brake controller of the elevator according to the invention.
  • Reference numeral 60 designates a brake control circuit which controls energization and de-energization of the brake coil and is constituted in the following manner.
  • Reference numeral 61 designates a pattern signal generator for outputting a ramp signal which decreases linearly.
  • Reference numeral 67 designates an adder for adding an output Vp from the latch circuit
  • the pattern signal generator 61 corresponds to first brake coil control means; and the pattern signal generator 61, the latch circuit 62, the differentiating circuit 63, the proportionality element 64, and the limiter 65 correspond to second brake coil control means.
  • the armature 17 is disengaged from the brake coil 16 while repeatedly performing the same fluctuations.
  • the brake coil 16 when the armature 17 starts moving, the brake coil 16 is energized with a high voltage (Vp+Vd) within a range in which the armature 17 is not again attracted, thereby generating the attracting force fc slightly smaller than the force fs of the spring 7. Hence, there can be reduced noise generated when the armature 17 is released from an attracted state.
  • the brake coil 16 is energized with a differential value of the brake coil current Ib. Hence, noise can be reduced quickly in accordance with fluctuations in the brake coil current Ib.
  • Figs. 6 to 9 show a third embodiment of the brake controller of the elevator according to the invention.
  • Reference numeral 71 designates a model circuit which simulates the brake coil 16 through use of the resistance R of the brake coil 16 and the inductance L obtained at the time of attraction of the armature 17.
  • the model circuit outputs a model current Ihat on the basis of the output Vd from the differentiating circuit 63 and the proportionality element 64.
  • Reference numeral 72 designates a subtracter for determining a difference value between the actual brake coil current Ib and the model current Ihat; and 73 designates a reference voltage circuit for outputting a reference voltage Ei.
  • the reference voltage circuit is for measuring the inductance L of the brake coil 16.
  • Reference numeral 74 designates a changeover switch which is selectively connected to any one of the current controller 34, the adder 67, and the reference voltage circuit 73 and outputs the coil control signal E*.
  • the pattern signal generator 61 corresponds to first brake coil control means; and the pattern signal generator 61, the latch circuit 62, the differentiating circuit 63, the proportionality element 64, and the model circuit 71 correspond to second brake coil control means.
  • Reference numeral 80 designates a CPU; 81 designates ROM in which is stored a program to be used for computing the inductance L of the brake coil 16; 82 designates RAM for storing temporary data; and 83 designates an input/output device.
  • step S11 a determination is made as to whether or not the brake coil current Ib has reached the holding current Ih.
  • step S12 the changeover switch 74 is connected to the reference voltage circuit 73.
  • the reference voltage Ei is applied in a stepped manner to the brake coil 16.
  • step S13 the time "t"; that is, time T31 shown in Fig. 9, is recorded in the memory T1.
  • the brake coil current Ib is increased gradually, and an increment ⁇ I is computed in step S14.
  • step S15 a determination is made as to whether or not the increment ⁇ I has reached a value which is computed from the target value Ii of the brake coil Ib corresponding to the reference voltage Ei, by means of an equation of 0.632x(Ii-Ih).
  • step S17 a difference between the data stored in the memory T2 and those stored in the memory T1; that is, the time constant Tc of the brake coil 16, is determined.
  • step S18 the inductance L can be determined from a product of the time constant Tc and the resistance R of the brake coil 16.
  • the resistance R is determined from the coil control signal E* obtained when the brake coil current Ib has reached the holding current Ih.
  • the brake coil 16 is energized within a range in which the armature 17 is not attracted again. Hence, there can be reduced noise generated by the force of the spring 7 required at the time of disengagement of the armature from an attracted state.
  • the model circuit 71 simulates the brake coil 16 remaining in the state in which the armature 17 is attracted.
  • the inductance L is eventually that achieved in the attracted state.
  • the coil control signal E* can be computed from an increment (Ib-Ihat) of the brake coil current Ib determined by the speed of movement of the armature 17.
  • a vibration component of the coil control signal E* can be suppressed, thereby rendering the speed of movement of the armature 17 smooth.
  • actually-measured values are adopted as the resistance R and inductance L of the model circuit 17. Even when changes in temperature have arisen, effective reduction of noise can be achieved.
  • an elevator brake controller of the invention can be widely used with a so-called drum-type elevator brake.
  • an armature is attracted against the force of a spring when a brake coil is energized, and a brake shoe remaining in pressed contact with a brake wheel is then released from a pressed state by means of attraction.
  • the armature is released from an attracted state.
  • the brake shoe is pressed by the force of the spring, thereby producing braking force.
  • the brake controller is suitable for use with a brake which applies strong pressure to a brake shoe by increasing the force of the spring required to produce required braking force in association with downsizing of a brake itself.
  • the brake controller is also suitable for use with an elevator in which a hoisting machine is installed in a hoistway and involves a high probability of propagation of operating sound of a brake to a car.
  • the brake controller is further suitable for use with an elevator installed in an apartment building; particularly, in an environment in which noise presents problems.
EP01972563A 2001-09-28 2001-09-28 Unite de commande de frein d'ascenseur Expired - Lifetime EP1431226B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2001/008510 WO2003031309A1 (fr) 2001-09-28 2001-09-28 Unite de commande de frein d'ascenseur

Publications (3)

Publication Number Publication Date
EP1431226A1 true EP1431226A1 (fr) 2004-06-23
EP1431226A4 EP1431226A4 (fr) 2009-08-12
EP1431226B1 EP1431226B1 (fr) 2010-07-07

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EP01972563A Expired - Lifetime EP1431226B1 (fr) 2001-09-28 2001-09-28 Unite de commande de frein d'ascenseur

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Country Link
EP (1) EP1431226B1 (fr)
JP (1) JP4830257B2 (fr)
KR (1) KR100483661B1 (fr)
CN (1) CN1229273C (fr)
DE (1) DE60142530D1 (fr)
WO (1) WO2003031309A1 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
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WO2007029310A1 (fr) 2005-09-06 2007-03-15 Mitsubishi Denki Kabushiki Kaisha Dispositif de freinage pour ascenseur
EP2344781A1 (fr) * 2008-11-03 2011-07-20 Kone Corporation Appareil et procédé de vérification de l état d un frein
US8585158B2 (en) 2008-06-17 2013-11-19 Otis Elevator Company Safe control of a brake using low power control devices
WO2014077813A1 (fr) * 2012-11-15 2014-05-22 Otis Elevator Company Frein d'ascenseur
WO2015193834A1 (fr) * 2014-06-19 2015-12-23 Kone Corporation Système, frein de machinerie et procédé de commande du frein de machinerie
US9915307B2 (en) 2012-11-15 2018-03-13 Otis Elevator Company Brake
DE102016124122A1 (de) * 2016-12-13 2018-06-14 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Stromregler für Zusatzvolumenventil
WO2020127517A1 (fr) * 2018-12-20 2020-06-25 Inventio Ag Procédé et commande de frein pour la commande d'un frein d'une installation d'ascenseur
EP3816080A1 (fr) * 2019-10-30 2021-05-05 Otis Elevator Company Dispositif de frein pour système d'ascenseur et procédé de test pour dispositif de freinage
EP4056509A1 (fr) * 2021-03-08 2022-09-14 Otis Elevator Company Procédé de détection de la performance d'un frein d'ascenseur, dispositif de détection et frein d'ascenseur

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KR100614145B1 (ko) * 2002-04-19 2006-08-21 미쓰비시덴키 가부시키가이샤 엘리베이터용 비상브레이크장치
WO2006033165A1 (fr) * 2004-09-24 2006-03-30 Mitsubishi Denki Kabushiki Kaisha Detecteur de mouvement d'armature et dispositif d'estimation de position d'armature pour frein d'ascenseur
JP4607631B2 (ja) * 2005-03-16 2011-01-05 株式会社日立製作所 エレベーター用ブレーキ制御装置
JP4922661B2 (ja) * 2005-07-01 2012-04-25 本田技研工業株式会社 電磁アクチュエータのエアギャップ推定装置
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JP4830257B2 (ja) 2011-12-07
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WO2003031309A1 (fr) 2003-04-17
CN1229273C (zh) 2005-11-30
CN1478050A (zh) 2004-02-25
EP1431226A4 (fr) 2009-08-12
JPWO2003031309A1 (ja) 2005-01-20
DE60142530D1 (de) 2010-08-19
EP1431226B1 (fr) 2010-07-07

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