EP1671912B1 - Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée - Google Patents

Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée Download PDF

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Publication number
EP1671912B1
EP1671912B1 EP05111993A EP05111993A EP1671912B1 EP 1671912 B1 EP1671912 B1 EP 1671912B1 EP 05111993 A EP05111993 A EP 05111993A EP 05111993 A EP05111993 A EP 05111993A EP 1671912 B1 EP1671912 B1 EP 1671912B1
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EP
European Patent Office
Prior art keywords
brake
braking
unit
brake unit
lift installation
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EP05111993A
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German (de)
English (en)
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EP1671912A1 (fr
Inventor
Nicolas Gremaud
Steffen Dr. Grundmann
Hans Kocher
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Inventio AG
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Inventio AG
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Priority to PL05111993T priority Critical patent/PL1671912T3/pl
Priority to EP05111993A priority patent/EP1671912B1/fr
Publication of EP1671912A1 publication Critical patent/EP1671912A1/fr
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Publication of EP1671912B1 publication Critical patent/EP1671912B1/fr
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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

Definitions

  • the present invention relates to an elevator installation with a braking device and a method for braking and holding an elevator installation according to the definition of the independent claims.
  • An elevator installation includes an elevator cage which moves in the vertical direction within guideways or guide rails.
  • the elevator car is braked in case of need by a braking device or held at a standstill.
  • a braking force is required.
  • the braking device used for this purpose usually at least two brake units which press in the request case at least one brake pad against a counter surface. This pressing takes place by means of a normal force.
  • the braking force of a brake pad is determined by the normal force together with the coefficient of friction defined by the brake lining, the mating surface and any intermediate layers.
  • the counter surface is usually defined by an area of the guideway or the guide rail.
  • DE 3934492 shows a braking device for an elevator car which engages in the brake case on the guide rail, wherein the braking force is controlled by means of an acceleration sensor.
  • the braking force is applied by a spring, with a controllable magnet, the braking force can be reduced at a too high delay value or can be amplified at too low a delay.
  • a disadvantage of this device is that the braking device is not designed to hold an elevator car in a stop position, such as a regular stop on a floor.
  • the braking device is on set a fixed predetermined by the spring value, which is approached either as quickly as possible in the case of work, which thus can lead to a significant transient process, or which is slowly approached in case of work, controlled by the opposing force of the solenoid, resulting in the speed at a full loaded cabin unfavorably increased.
  • the variable magnet is expensive and heavy, it also takes on a high performance and monitoring the operational readiness of the device is difficult to carry out.
  • the power requirement is high because the maximum possible braking force to be applied by the braking device is aligned with a freely falling, fully loaded car. As a rule, however, for example during braking from overspeed, an unladen or only to a small extent loaded cabin is braked. Here, only small braking forces are required.
  • the weight of a corresponding stroke / shock magnet is up to 50 kg, or for two magnets up to 100kg.
  • US5323878 discloses another braking device with two brake units.
  • the brake units are arranged in the region of a drive machine.
  • the braking forces are transmitted via support members of the prime mover to the cabin.
  • the braking force of each brake unit is set by a brake control unit in consideration of the car speed or car load.
  • the braking force is generated by means of a spring, wherein a hydraulic piston force counteracts this spring.
  • This design corresponds to today's conventional, safer design, as in a failure of the hydraulic brake the springs with their maximum possible force.
  • the required hydraulic piston force of each brake is calculated and hydraulically controlled by a brake control unit taking into account the car speed or cabin load.
  • the hydraulic piston force must be determined taking into account brake-specific properties, such as piston diameter, spring force or mounting geometry of each brake unit.
  • a disadvantage of this device is that relevant influencing factors which influence the braking force are not recognized and not taken into account.
  • a failure of a spring, wear of a brake lining or jamming of brake levers can lead to a relevant influence on the braking force, which is not recognized.
  • the brake control unit must take into account brake-specific properties, such as piston diameter, spring force or mounting geometry, of each brake unit, since the brake control unit specifies the hydraulic piston force for each individual brake unit.
  • the object of the present invention is accordingly to provide a controllable braking device and a method for braking and holding an elevator installation, which allows a delay or hold corresponding to the operating state of the elevator installation and which responds quickly and gently.
  • the braking device must also meet high safety requirements and they should be able to operate with low power and have little additional weight.
  • the error rate of the braking device should also be low.
  • each brake unit includes a normal force control which regulates an effective normal force corresponding to a target normal force value determined by a brake control unit and / or each brake unit includes a locking device which can lock the brake unit in a set braking position corresponding to a set effective normal force.
  • each brake unit has its own normal force control, which regulates an effective normal force corresponding to a desired normal force, so that each brake unit can be assigned its own nominal normal force.
  • the brake unit itself can thus set a normal force quickly and accurately and it can thus correct deviations in the areas of the brake unit, such as geometric deviations (for example, wear of a brake plate or different dimensions of brake rails) by a control process automatically.
  • An error rate of the entire braking device is significantly reduced.
  • a replacement of a brake unit is easily possible because the brake-specific properties, such as piston diameter, spring force, mounting geometry or other design-related data, the brake unit in the brake unit itself are taken into account and thus complex and error-prone inputs of these brake-specific properties account for the brake control unit.
  • the braking force requirement results from a Operating state of the elevator system such as a payload, a vehicle speed, a location in the elevator shaft, an acceleration value or other state variables of the elevator car, or the elevator installation. This allows a particularly gentle braking of the elevator system.
  • a set braking position can be locked. In this case, a set effective normal force is locked. This allows holding or braking the elevator car without additional power.
  • An elevator installation 1 consists at least of an elevator car 2 and an elevator drive 10 Fig. 1 requires an exemplary elevator installation 1 in the further support means 11 and a counterweight 12 wherein the elevator drive 10, the support means 11 drives and thus the elevator car 2 and the counterweight 12 moves against the same.
  • the elevator system 1 requires at least one braking device 13.
  • the braking device 13 holds a stationary elevator car 2 - for example, during the loading time in a floor 6 - fixed, or they brake the elevator car 2 in an emergency situation - for example, in an unexpected opening of a floor access - from, or they catch a too fast elevator car 2 - for example, in case of failure of the support means 11 - on.
  • These different load cases require different braking or holding forces F B.
  • Fig. 2 shows a variant of a braking device 13, which consists of a brake control unit 15 with power supply 43 and - in the example shown - from four functionally identical brake units 14.
  • Functionally identical means that the brake units have the same functional structure, but may well be different according to their geometric dimensions.
  • Each brake unit 14 has a brake force measurement 36, 37.
  • the power supply 43 supplies the brake control unit 15 and the brake units 14 with a safe voltage U B. Elevator control 5 and measuring sensors 20,21,22,23 provide the brake control unit 15 required elevator signals.
  • the brake control unit 15 supplies the individual brake units 14 with individual desired specifications S B1... I. 1 to i is in Fig. 2 for the individual brake units 14.
  • a target specifications S Bi is, for example, a desired normal force F N-soll or a desired air gap 30. These target values S Bi are transferred to the associated brake unit.
  • the brake unit 14 processes this setpoint in its own control blocks 16, 28 F N , S N , which work with known control technologies.
  • the brake units 14 in turn deliver effective state variables Z B1... I to the brake control unit 15.
  • Effective state variables Z B1 ... i can again be an effective normal force F is N-eff or a real air gap 30.
  • each brake unit 14 has a brake force measurement 36, 37, which determines an effective braking force F B1... I and transmits this value to the brake control unit 15.
  • the brake control unit 15 further has a safety module 44 in the illustrated example .
  • the inventive braking device 13 is provided for the previously mentioned different load cases.
  • the braking device 13 is as in Fig. 1 and Fig. 2 represented by at least two brake units 14 and each brake unit 14 includes a normal force control 16, this normal force control 16 an effective normal force F N-eff in the brake unit 14 according to a target specification S Bi , the target normal force F N-soll controls, which of a brake control unit 15 is given.
  • This normal force control 16 is that the brake unit itself can quickly and accurately set a desired normal force, and deviations in the areas of the brake unit 14, such as wear or dimensional differences on the brake unit or a brake rail 9, quickly and directly, that is within the brake unit itself, can be corrected.
  • the susceptibility to failure of the braking device is significantly reduced, since dimensional influences such as rail thickness, Bremsplattenverschleiss or other Abnweilungen directly, be compensated within the brake unit.
  • a replacement is simply possible because the brake unit specific properties of the brake force contained in the normal force control directly, ie within the brake unit itself, detected and corrected.
  • the brake control unit 15 knows the current state of the elevator installation 1 on the basis of the messages from an elevator control 5 and / or a corresponding monitoring unit and / or its own measuring sensors 20, such as acceleration measuring sensor 21, speed measuring sensor 22 or distance measurement 23, and can on the basis of this knowledge suitable target specification S Bi , the normal force F N-soll for the individual brake units 14 make.
  • the brake control unit increases the target specification S Bi of the normal force F N-soll near the shaft end, at most shortened shaft ends to enable.
  • the brake control unit is advantageously as in Fig. 1 represented on the cab, possibly in combination with other control or safety modules arranged. Measuring and monitoring systems, such as in WO03 / 004397 described, are advantageously integrated in such a security module. This makes it possible to provide a braking device 13 which, depending on the load case, can hold or brake with a corresponding braking force F B , which is dependent on the effective normal force F N-eff . Taking into account the current state of the elevator installation 1, the brake control unit 15 determines the optimum, user-friendly and most economical brake application.
  • a brake starting value can be calculated on the basis of the state variables determined by the measuring sensors 20, 21, 22, 23, as a result of which a setpoint value S Bi can be preset.
  • the advantage of this braking device 13 according to the invention can be seen in the fact that a secure on-demand braking or holding of the elevator car 2 is made possible with minimal expenditure of energy.
  • the brake unit 14 has, as in Fig. 4 and 5 illustrated, via a locking device 17, which can lock the brake unit 14 in a set braking position, corresponding to an acting normal force F N-eff .
  • a movable brake plate 27 is delivered.
  • the housing of the brake unit 14 is expanded in the elastic range.
  • the housing of the brake unit 14 may be provided with special elastic means - for example with springs - (not shown) which support this expansion.
  • the locking device 17 now locks this tensioned braking position, for example, with a locking pin 18, 18 a as in the Fig. 4 or 5 shown. This lock allows to ensure a sufficient holding or braking force F B over a long service life with minimal or no energy consumption.
  • a brake unit 14 is the fact that a safe braking or holding the elevator car is possible with minimal energy consumption and that by means of the locking device 17 not only a certain braking force position can be locked, but essentially every set braking position and thus braking force level can be secured.
  • this locking device 17 is designed such that a set braking position is maintained at an interrupted power supply.
  • the locking pin 18 is brought, for example by means of a control magnet 19 in its locking position or in its open position.
  • This embodiment is advantageous, since thereby the brake unit 14 is held in a secure holding position even with a long lasting power interruption.
  • a long-lasting interruption of energy can either unintentionally, as a result of a supply error, arise, or it can be deliberately brought about, for example, if a sub occupancy of buildings individual lifts are shut down.
  • the illustrated embodiment has the advantage that it can be unlocked again only by means of an energy source, which increases the security against incorrect manipulation.
  • the locking takes place, as in the Fig. 5 shown in the event of power failure independently, the last current braking or holding position is secured. This is done in the example shown by the locking pin 18 is brought by spring force into its locked position and held by a control magnet 19 in the open position.
  • Another security concept provides that, as in Fig. 4 can be seen, the self-locking locking pin 18 a held open by a spring and locked by means of a control magnet 19.
  • This solution is advantageously designed such that the self-locking locking bolt 18a is locked in the engaged state by the Bremsussi Kunststoff and accordingly can be brought by the spring only in the open position when a Bremszustellmoment is present and the self-locking pin 18a accordingly has no locking force to wear.
  • the illustrated alternatives allow a selection of the suitable design, which is tailored to the overall safety concept.
  • the effective normal force F N-eff is measured by means of a measurement of the mechanical stress of the housing of the brake unit 14, for example by means of strain gauges (DMS) 25 as in FIG Fig. 4 and 5 represented, or with a load cell 24, as in Fig. 3 represented or detected by detecting a clamping path of the movable brake plate 27 of the brake unit 14 or one of the delivery energy corresponding energy value, such as a current value or a pressure value.
  • DMS strain gauges
  • the pressure in the brake cylinder is a parameter for determining the normal force F N-eff .
  • a favorable method for determining the effective normal force F N-eff can be used.
  • the brake control unit 15 takes into account an operating state of the elevator installation 1, such as the acceleration, the speed, the loading and distribution in the elevator car 2, the direction of travel or the location of the elevator car 2, and / or a state of the brake unit 14, such as wear of brake plates 26, 27 - and / or the braking device 13 - such as energy reserves or deviations from measured variables - for determining the target specification S Bi of the target normal force F N-soll .
  • an operating state of the elevator installation 1 such as the acceleration, the speed, the loading and distribution in the elevator car 2, the direction of travel or the location of the elevator car 2, and / or a state of the brake unit 14, such as wear of brake plates 26, 27 - and / or the braking device 13 - such as energy reserves or deviations from measured variables - for determining the target specification S Bi of the target normal force F N-soll .
  • the nominal normal force F N-soll for a particular brake unit 14 can be increased or reduced. If only a small braking force F B is required, the braking
  • An embodiment of the braking device 13 provides that the brake unit 14, as in Fig. 2 to 5 can be seen a delivery 28 contains.
  • the delivery control for example, sets a desired air gap 30 on the basis of a target specification S Bi of the brake control unit 13.
  • the brake unit 14 includes a feed control, by means of which a Bremsplattenverschleiss and / or deviations from a normal behavior of the brake unit 14 can be determined.
  • This design allows the brake unit 14 can set a sufficiently large clearance 30, which inaccuracies in the guideway 9 of the elevator car 2 are compensated - scraping the brake plate 26, 27 omitted with the guideways 9 -, before an expected brake application, the brake unit 14 the Reduce air gap 30 targeted - which allows a quick response of the brake unit 14 - and by a determination of the normal force increase, the exact brake application point can be determined - which allows a determination of the Bremsplattenverschleisses.
  • the brake unit 14 reports the determined state variables Z Bi , infeed path and normal force increase to the brake control unit 15 and / or a corresponding safety module 44 which can thereby determine the correct function or which can possibly define suitable correction specifications S Bi .
  • the safety and availability of the braking device 13 is improved.
  • a brake unit 14 provides that a movable brake plate 27 of the brake unit 14 is delivered by means of a feed control 28 and the movable brake plate, as in Fig. 4 is withdrawn by means of a retraction system according to a delivery position defined by the delivery 28.
  • This is realized, for example, by a spring mechanism 31 retracting the brake plate, that is to say pulling into an open position, and a feed drive 29 actuated by the feed control 28 delivers the movable brake plate 27.
  • This design allows a simple safe construction, since the feed drive 29 is always loaded on pressure. The force to be applied by the spring mechanism 31 is small, since it only has to overcome internal frictional forces of the feed drive 29 and the brake plate guide.
  • the movable brake plate 27 of the brake unit 14, as in Fig. 5 shown biased by means of brake pressure springs 39.
  • the feed drive 29 keeps the brake open against the given by the brake pressure springs 39 feed force.
  • F N normal force
  • F B braking force
  • the feed drive 29 moves the movable brake plate 27 directly perpendicular to the braking surface, as in FIGS Fig. 3 to 7 seen.
  • the force application takes place directly what a cost-effective design of a brake unit 14 allows.
  • the feed drive 29 moves the brake plate 27 indirectly via a wedge to the braking surface (not shown), wherein the wedge angle ( ⁇ ) used by the wedge is greater than the "friction angle tan ( ⁇ )".
  • the use of a wedge increases the normal force which can be applied by the feed drive 29. Since the wedge angle used by the wedge is greater than the friction angle of the feed drive 29 is always loaded in one direction and a tearing of the brake plate 26 is prevented. In a particular embodiment, the wedge angle changes over the feed path. This design allows in particular a fast delivery of the brake plate.
  • the feed drive is an electromechanical spindle drive 32.
  • a spindle drive 32 allows by selecting the spindle shape and the spindle pitch optimum power gain, and for applying the required operating force, an electric motor 33 can be used.
  • the electric motor 33 is preferably via a gear stage 34, for example via a planetary gear, like in the 3 and 4 visible, connected to the spindle.
  • This embodiment is particularly reliable and robust, since proven functional elements are used and the drive torques on the motor 33 are kept low.
  • a spur gear is used as gear 34. This allows in particular the use of a very inexpensive motor 33.
  • the locking device 17 can be achieved particularly advantageous in the use of a spindle drive 32, as by means of a locking of the spindle drive 32 and a spindle nut, the delivery position is particularly easy locked.
  • a middle brake unit designed in this way has a weight of approximately 15 kg and the achievable normal force F N is approximately 25 kN.
  • the average power required to operate a brake unit is less than 0.2kW.
  • a force measuring device 36,37 measures the braking force or holding force F B generated by the brake unit 14.
  • the measurement takes place for example by means of a load cell 36 or a force-measuring ring which is integrated into the attachment of the brake unit to the car 2 or the attachment is provided at a suitable location with a Dehn-measuring device 37. The appropriate location is determined based on the force flow.
  • the brake unit 14 is fixed by means of a sliding pin 38 to the car 2, said slide pin 38 at the same time has integrated measuring cells 37 which measure the braking or holding force F B.
  • the slide pin 38 also allows the brake unit 14 is laterally aligned.
  • the advantage of measuring the braking force or holding force F B is that deviations from the expected behavior can be detected and the appropriate measures can be taken. For example, can be under note the braking force F B and the effective normal force F N-eff determine a current coefficient of friction. A deviation of the coefficient of friction in a plurality of brake units 14 can be expected that a change has been made to the brake rail 9 (pollution, oiling, etc), which initializes a corresponding Kontrollmann, or cleaning. A deviation of the coefficient of friction in a single brake unit 14 indicates that there is contamination or wear of a single brake pad 26, 27.
  • the deceleration or the acceleration of the elevator car 2 is detected by an acceleration measuring sensor 21.
  • this makes it possible to establish an abnormal operating situation and, moreover, enables user-friendly, comfortable braking in case of need.
  • the measurement of the acceleration or deceleration of the elevator car together with the measurements of the brake force measuring cell 35 and / or of the normal force measurement 24, 25 enables a plausibility check of the determined data, which further improves the reliability of the brake device.
  • the braking device 13 is usually as in Fig.1 can be seen, arranged on the elevator car 2, wherein the brake units 14 are mounted below and / or laterally and / or above a cabin body.
  • the location of the cultivation is determined taking into account the structural design of the car 2 and the number of required braking units 14.
  • the brake units 14 act on the guideway 9 or a brake track or a brake cable.
  • the element 41 is set such that in the ready position of the brake unit 14, a desired horizontal air gap 30 is formed.
  • the illustrated embodiment allows that with little effort, a contact of the brake plates 26, 27 can be prevented on the guideways 9.
  • a contact of the brake plates 26, 27 can be prevented on the guideways 9.
  • the brake unit 14 by means of at least one horizontal guide member 42 which is arranged in the vicinity of the brake plate 26, 27, guided such that a small air gap 30 can be adjusted, wherein the guide member 42 is a horizontal displacement of the brake unit 14 relative to the console 40 causes and this displacement is made possible by the elastic or a freely movable element 42 and the horizontal guide member 42, is designed either rigid or elastic.
  • This embodiment allows a brake unit 14 which operates with minimal air paths 30.
  • the brake unit 14 can react faster because only small delivery distances are required for braking, at the same time the feed drive 29 can be made simpler, since smaller delivery routes are required.
  • the brake unit 14 is cheaper and the safety is increased. A faster response of the brake unit allows a shortening of the stopping distance of the elevator car, which is particularly helpful when using shortened shaft ends.
  • the brake control unit 13 depending on the operating state, controls all brake units 14 together or only groups of brake units 14, wherein the allocation of a brake unit to a group is changeable.
  • This design makes it possible for individual brake units 14 to be heavily loaded even with a low braking force requirement, and thus an active functional verification takes place, as a result of which the functional reliability of the brake device 13 is increased. Furthermore, this control is energy-conscious, since only the required number of braking units 14 are actuated.
  • Another advantage of this solution is that the load cycles of the individual brake units 14 and in particular of the locking device 17 are reduced, which extends the service life or the maintenance intervals of the entire braking device 13 accordingly.
  • the energy supply 43 of the braking device 13 consists of at least two separate energy stores and / or energy networks (redundant) and the energy storage and / or energy networks form together with groups of braking units 14, a multi-circuit brake system.
  • the energy stores may be provided in the form of accumulators or supercapacitors, and the power networks may be provided by the local grid or by local power generators, such as backup generators, powered generators.
  • the illustrated alternative allows independently functioning brake units 14 to be arranged.
  • the energy sources are interconnected to a secure power grid, which supplies all brake units 14 together.
  • the solutions enable the selection of the most cost-effective and adapted to the local energy situation braking device 13 which is safe and reliable.
  • the braking device includes a safety module 44, which safety module 44 monitors the correct function and / or the state of each brake unit 14 and / or the brake control unit 13 and / or the measuring sensors 20,21,22,23 and / or the power supply 43, wherein the Security module 44 is part of the brake control unit 15 or a separate component.
  • the security module 44 ensures the operational readiness of the braking device 13 as well as efficient maintenance and fault diagnostics. The safety of the braking device 13 is increased.
  • the braking device 13 allows further optimization of an elevator installation.
  • a function test program can be significantly simplified.
  • the function test program can be simplified.
  • the brake device 13 can calculate a required normal force F N and the brake device 13 can check by means of the normal force measurement 24, 25 whether the maximum load is allowed the required normal force F N can be achieved with sufficient safety. This allows a simplification of the test procedure.
  • the braking force measurement can be used to determine the payload in the stop, a drive torque required for starting can be easily determined, or the braking force measurement can be used to determine the Wegfahrzeitfounds.
  • a gear stage 34 for driving the spindle may be a worm gear.
  • the braking device 13 can also be used to protect a counterweight or it can be arranged as a drive brake when driving, for example on the traction sheave.
  • the elevator system is usually arranged vertically.
  • the braking device according to the invention can also be mounted on other types of transport devices, such as, for example, rail transport systems, horizontal transport systems, such as cable cars or conveyor belts.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (17)

  1. Installation d'ascenseur (1) avec un dispositif de freinage (13),
    l'installation d'ascenseur (1) comprend une cabine d'ascenseur (2) qui se déplace dans le sens vertical à l'intérieur de glissières (9), la cabine (2) est freinée ou maintenue à l'arrêt par le dispositif de freinage (13) en cas de besoin, le dispositif de freinage (13) étant disposé sur la cabine (2) et se composant d'au moins deux unités de freinage (14), caractérisée en ce que chaque unité de freinage (14) contient une régulation de force normale (16) qui règle une force normale effective FN-eff suivant une force normale théorique FN-soll définie par une unité de commande de freinage (15), et/ou en ce que l'unité de freinage (14) contient un dispositif d'arrêt (17) qui peut arrêter l'unité de freinage (14) dans une position de freinage réglée, suivant une force normale effective FN-eff, et qui peut de préférence maintenir une position de freinage réglée, en cas d'interruption de l'alimentation en énergie.
  2. Installation d'ascenseur (1) selon la revendication 1, caractérisée en ce que la régulation de force normale constate la force normale effective FN-eff à l'aide d'une mesure de la contrainte mécanique du carter de l'unité de freinage (14), ou d'une boîte dynamométrique (24) ou d'une course de contrainte d'une plaque de frein de l'unité de freinage (14), ou d'une valeur d'énergie correspondant à l'énergie de positionnement, comme une valeur de courant ou une valeur de pression.
  3. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'unité de commande de freinage (15) tient compte d'un état de fonctionnement de l'installation d'ascenseur (1) et/ou d'un état de l'unité de freinage (14) et/ou du dispositif de freinage (13) pour définir la force normale théorique FN-soll et/ou pour actionner le dispositif d'arrêt (17).
  4. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'unité de freinage (14) se compose de composants électromécaniques et contient une régulation de positionnement (28) à l'aide de laquelle un interstice de desserrage (30) prédéfini par l'unité de commande de freinage (15) peut être réglé, et l'unité de freinage électromécanique (14) contient un contrôle de positionnement à l'aide duquel une usure de plaque de frein et/ou des écarts par rapport à un comportement normal de l'unité de freinage (14) peuvent être déterminés.
  5. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'unité de freinage (14) contient au moins une plaque de frein mobile (27) qui est positionnée à l'aide d'une régulation de positionnement (28), et l'unité de freinage (14) contient un système de rappel (31) qui ramène la plaque de frein (27) suivant la position de positionnement définie par la régulation de positionnement (28).
  6. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que le déplacement de la plaque de frein mobile (27) se fait grâce à un entraînement de positionnement (29) qui est réglé à l'aide de la régulation de positionnement (28), et l'entraînement de positionnement (29) déplace la plaque de frein (27) directement perpendiculairement à la surface de frein, ou
    l'entraînement de positionnement (29) déplace la plaque de frein (27) indirectement par l'intermédiaire d'un coin vers la surface de frein, l'angle de coin (α) utilisé par le coin étant supérieur à l'"angle de frottement tant (µ) " et/ou en ce que l'angle de coin (α) varie sur la course de positionnement.
  7. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'entraînement de positionnement (29) consiste en un entraînement électromécanique à broche (32), la broche étant actionnée au besoin par l'intermédiaire d'un rapport de démultiplication (34).
  8. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que le dispositif d'arrêt (17) se compose d'un axe d'arrêt (18, 18a) qui peut être amené dans une position d'arrêt ou dans une position ouverte à l'aide d'un aimant de commande (19) et/ou d'un ressort, l'axe d'arrêt (18, 18a) arrêtant en position d'arrêt une position de freinage contrainte de l'unité de freinage.
  9. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'axe d'arrêt (18, 18a) est un axe d'arrêt autobloquant (18a) qui est verrouillé dans la position d'arrêt à l'aide d'une contre-pression de freinage, et l'axe d'arrêt (18a) ne peut être amené dans la position ouverte que s'il y a une force de positionnement de frein.
  10. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce qu'un dynamomètre mesure la force de freinage ou la force d'arrêt (FB) produite par l'unité de freinage (14) et/ou un accéléromètre (21) constate la décélération ou l'accélération de la cabine d'ascenseur (2).
  11. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (13) est disposé sur la cabine d'ascenseur (2) et les unités de freinage (14) sont installées au-dessous et/ou sur le côté et/ou au-dessus d'un corps de cabine, et les unités de freinage (14) agissent sur la glissière (9) ou sur une glissière de frein ou sur un câble de frein.
  12. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'unité de freinage (14) est installée sur la cabine (2) à l'aide d'une console (40) et la console (40) permet de répartir l'interstice de desserrage (30) sur les surfaces de frein, la liaison entre la console (40) et l'unité de frein (14) se faisant à l'aide d'un élément élastique ou d'un élément librement mobile (41), et l'élément (41) étant réglé de telle sorte qu'il se forme dans la position d'attente de l'unité de freinage (14) un interstice de desserrage (30) souhaité horizontal.
  13. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'unité de freinage (14) est guidée à l'aide d'au moins un élément de guidage horizontal (42), disposé à proximité immédiate de la plaque de frein (26, 27), de telle sorte qu'un faible interstice de desserrage (30) puisse être réglé, l'élément de guidage (42) provoquant un déplacement horizontal de l'unité de freinage (14) par rapport à la console (40) et ce déplacement étant possible grâce à l'élément élastique ou librement mobile (41), et l'élément de guidage horizontal (42) étant globalement rigide ou élastique.
  14. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'unité de commande de freinage (15), en fonction de l'état de fonctionnement, déclenche toutes les unités de freinage (14) ensemble, ou déclenche des groupes d'unités de freinage (14), l'attribution d'une unité de freinage (14) à un groupe pouvant être modifiée.
  15. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que l'alimentation en énergie (43) du dispositif de freinage (13) se compose (de manière redondante) d'au moins deux accumulateurs d'énergie et/ou réseaux d'énergie séparés, et les accumulateurs d'énergie et/ou réseaux d'énergie forment avec des groupes d'unités de freinage (14) un système de freinage multi-circuit ou les sources d'énergie sont groupées pour former un réseau d'énergie fiable qui alimente conjointement toutes les unités de freinage (14).
  16. Installation d'ascenseur (1) selon l'une des revendications précédentes, caractérisée en ce que le dispositif de freinage (13) contient un module de sécurité (44), lequel module de sécurité (44) surveille le fonctionnement correct et/ou l'état de chaque unité de freinage (14) et/ou de l'unité de commande de freinage (15) et/ou des capteurs de mesure (20, 21, 22, 23) et/ou de l'alimentation en énergie (43), le module de sécurité faisant partie de l'unité de commande de frein (15) ou étant un composant à part entière.
  17. Procédé pour freiner et arrêter une installation d'ascenseur (1) avec un dispositif de freinage (13),
    l'installation d'ascenseur (1) comprend une cabine d'ascenseur (2) qui est déplacée dans le sens vertical à l'intérieur de glissières (9), la cabine (2) est freinée ou maintenue à l'arrêt par le dispositif de freinage (13) en cas de besoin, le dispositif de freinage (13) étant disposé sur la cabine (2) et se composant d'au moins deux unités de freinage (14), caractérisé en ce que chaque unité de freinage (14) contient une régulation de force normale (16), une force normale effective (FN-eff) étant réglée suivant une force normale théorique (FN-soll) définie par une unité de commande de freinage (15), et/ou
    en ce que l'unité de freinage (14) contient un dispositif d'arrêt (17), l'unité de freinage (14) étant arrêtée dans une position de freinage réglée, suivant une force normale effective (FN-eff) réglée.
EP05111993A 2004-12-17 2005-12-12 Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée Not-in-force EP1671912B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL05111993T PL1671912T3 (pl) 2004-12-17 2005-12-12 Instalacja dźwigowa z urządzeniem hamującym i sposób hamowania i zatrzymywania instalacji dźwigowej
EP05111993A EP1671912B1 (fr) 2004-12-17 2005-12-12 Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP04029922 2004-12-17
EP05111993A EP1671912B1 (fr) 2004-12-17 2005-12-12 Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée

Publications (2)

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EP1671912A1 EP1671912A1 (fr) 2006-06-21
EP1671912B1 true EP1671912B1 (fr) 2011-02-09

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EP05111993A Not-in-force EP1671912B1 (fr) 2004-12-17 2005-12-12 Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée

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EP (1) EP1671912B1 (fr)
PL (1) PL1671912T3 (fr)

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DE102012106056A1 (de) * 2012-07-05 2014-01-09 Rg Mechatronics Gmbh Regelvorrichtung zum Regeln der Beschleunigung einer in vertikaler Richtung bewegten Transporteinrichtung
KR101573552B1 (ko) 2007-11-14 2015-12-11 인벤티오 아게 승강실을 구동 및 지탱시키기 위한 승강기 구동장치 및 방법, 대응하는 방법 및 승강실을 감속 및 지탱시키기 위한 제동 장치 및 방법, 및 관련된 방법
DE102014213404A1 (de) * 2014-07-10 2016-01-14 Thyssenkrupp Ag Aufzugsanlage mit Bremseinrichtung am Fahrkorb und Verfahren zum Betrieb der Selbigen

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MY151628A (en) * 2006-05-29 2014-06-30 Inventio Ag Lift facility with a braking device and method for braking a lift facility
EP1886957A1 (fr) 2006-08-11 2008-02-13 Inventio Ag Courroie d'élévateur pour un élévateur et procédé de fabrication d'une telle courroie d'élévateur
DE202008001786U1 (de) 2007-03-12 2008-12-24 Inventio Ag Aufzugsanlage, Tragmittel für eine Aufzugsanlage und Vorrichtung zur Herstellung eines Tragmittels
EP2219984B1 (fr) * 2007-11-14 2011-08-17 Inventio AG Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant
ES2380839T3 (es) 2008-06-19 2012-05-18 Inventio Ag Freno de ascensor e instalación de ascensor con un freno de ascensor
DE102011000720A1 (de) * 2011-02-14 2012-08-16 Klaus-Peter Kapp Reibungsbremse für Aufzüge mit verbesserten Dämpfungseigenschaften
DE202011051664U1 (de) 2011-10-18 2012-01-13 Slc Sautter Lift Components Gmbh & Co. Kg Bremseinrichtung für einen Aufzug
DE102014206461A1 (de) * 2014-04-03 2015-10-08 Thyssen Krupp Elevator Ag Aufzug mit einer Bremsvorrichtung
CN106715307B (zh) * 2014-09-24 2018-12-11 因温特奥股份公司 电梯制动器
CN106687404B (zh) 2014-09-24 2019-09-10 因温特奥股份公司 电梯制动器
US9988240B2 (en) * 2015-03-24 2018-06-05 Thyssenkrupp Elevator Ag Elevator with master controller
EP3353104B1 (fr) 2015-09-23 2020-01-29 Inventio AG Agencement pour système d'ascenseur avec dispositif d'arrêt
EP3388380B1 (fr) * 2017-04-12 2020-10-07 KONE Corporation Procédé et ascenseur
US11608247B2 (en) 2018-03-28 2023-03-21 Inventio Ag Caliper brake for an elevator system used as a holding and safety brake
EP3822212A1 (fr) * 2019-11-12 2021-05-19 KONE Corporation Frein de stationnement d'ascenseur, procédé de fonctionnement d'un système d'ascenseur et système d'ascenseur

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GB1515120A (en) * 1975-10-28 1978-06-21 Coal Ind Brake equipment
JPH0729746B2 (ja) * 1984-01-11 1995-04-05 株式会社日立製作所 エレベ−タ−の非常停止制御装置
FI884745A (fi) * 1988-10-14 1990-04-15 Kone Oy Foerfarande foer styrning av en hiss' noedbroms samt en noedbroms.
JPH0543150A (ja) * 1991-08-20 1993-02-23 Hitachi Ltd エレベータ

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101573552B1 (ko) 2007-11-14 2015-12-11 인벤티오 아게 승강실을 구동 및 지탱시키기 위한 승강기 구동장치 및 방법, 대응하는 방법 및 승강실을 감속 및 지탱시키기 위한 제동 장치 및 방법, 및 관련된 방법
DE102012106056A1 (de) * 2012-07-05 2014-01-09 Rg Mechatronics Gmbh Regelvorrichtung zum Regeln der Beschleunigung einer in vertikaler Richtung bewegten Transporteinrichtung
DE102014213404A1 (de) * 2014-07-10 2016-01-14 Thyssenkrupp Ag Aufzugsanlage mit Bremseinrichtung am Fahrkorb und Verfahren zum Betrieb der Selbigen

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Publication number Publication date
PL1671912T3 (pl) 2011-07-29
EP1671912A1 (fr) 2006-06-21

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