EP1870369B1 - Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service - Google Patents

Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service Download PDF

Info

Publication number
EP1870369B1
EP1870369B1 EP07109524.4A EP07109524A EP1870369B1 EP 1870369 B1 EP1870369 B1 EP 1870369B1 EP 07109524 A EP07109524 A EP 07109524A EP 1870369 B1 EP1870369 B1 EP 1870369B1
Authority
EP
European Patent Office
Prior art keywords
brake
force
elevator
friction
maximum
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.)
Active
Application number
EP07109524.4A
Other languages
German (de)
English (en)
Other versions
EP1870369A1 (fr
Inventor
Nicolas Gremaud
Steffen Grundmann
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.)
Inventio AG
Original Assignee
Inventio 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 Inventio AG filed Critical Inventio AG
Priority to EP07109524.4A priority Critical patent/EP1870369B1/fr
Priority to PL07109524T priority patent/PL1870369T3/pl
Priority to EP10183872.0A priority patent/EP2316776B1/fr
Publication of EP1870369A1 publication Critical patent/EP1870369A1/fr
Application granted granted Critical
Publication of EP1870369B1 publication Critical patent/EP1870369B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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 invention relates to a method for testing an elevator brake device, to a method for starting up an elevator installation and to a device for carrying out a startup according to the preamble of the independent claims.
  • An elevator system is installed in a shaft. It consists essentially of an elevator car, which is connected via suspension means with a counterweight. By means of a drive which acts selectively on the suspension means, directly on the cabin or directly on the counterweight, the cabin is moved along a substantially vertical cabin carriageway.
  • Such elevator systems have mechanical brake systems which enable the car to be kept at any location which can slow down the elevator system or its moving masses during normal operation or which can safely stop the elevator car in the event of an error. Holding at any location is, for example, holding the elevator car on one floor for unloading or loading or waiting for a next move command.
  • a brake in normal operation is, for example, stopping process when the car enters a floor and braking in case of failure is required when, for example, a controller, the drive or support means fail.
  • two braking systems have been used to meet these requirements, one of which was located on the drive itself and the other on the cab.
  • An examination of these systems is expensive, on the one hand because two systems must be tested, on the other hand because usually fully loaded cabins are required for the test. This is complicated because a payload for the cabin has to be transported. This load must often be transported in small load portions and the test is a risk of damage to cabin equipment by slipping this load.
  • the object of this invention is to design a test method which enables an efficient and reliable testing of such a brake device.
  • a commissioning of a corresponding elevator system should be easy to do.
  • possible errors should be detected early and important system data should be able to be verified.
  • WO 2005/068337 discloses a method for testing an elevator brake device in which a number of brake units which are engaged with brake tracks in case of need and which press at least one brake plate to the brake track are tested by applying an effective coefficient of friction of the brake unit to the brake track when the brake plate is pressed is determined.
  • the effective coefficient of friction of the brake unit ( ⁇ e) is determined by means of a brake force measuring device for measuring a braking force and by means of a normal force measuring device for measuring an acting brake application force. This is particularly advantageous because force measurements, for example can be carried out inexpensively using strain gauges. In addition, an effective resulting coefficient of friction of a brake unit can be very easily determined using these measures.
  • This is particularly advantageous since dirt and dust can accumulate on the brake track during assembly of an elevator installation. This influences a coefficient of friction and thus also a resulting braking force. With the method shown this dirt can be rubbed away and the success of the cleaning can be checked by checking the friction coefficient. At the same time, it can be checked whether the measured coefficient of friction corresponds to an empirical value. This allows a rough assessment of the material used, for example, whether the correct brake track material is used.
  • a very advantageous test variant provides that the determination of the effective coefficient of friction of the brake unit ( ⁇ e) is carried out on the unloaded elevator car. This is economically interesting, since for the purpose of testing a braking device no payload must be used. The time required to transport test weights is eliminated and there is no risk of damage to cabin equipment.
  • a helpful embodiment variant provides that a sufficient brake safety factor (SB) is detected on the basis of the effective coefficient of friction ( ⁇ e) and a maximum brake application force (FNm) determined by means of the normal force measuring device.
  • SB sufficient brake safety factor
  • ⁇ e effective coefficient of friction
  • FNm maximum brake application force
  • Such a test method is particularly advantageous for testing an elevator brake device according to the preceding statements for starting up an elevator installation with such an elevator brake device.
  • the elevator installation includes an elevator car for transporting a delivery load and a counterweight which is connected by means of suspension to the elevator car and a drive for driving the elevator car, counterweight and suspension means, wherein the counterweight and the car move in opposite directions in a substantially vertical shaft.
  • the evaluation of an elevator brake device is particularly difficult, since a complex mass system is involved.
  • the proposed test method offers an efficient and safe way to commission a lift system.
  • An elevator system is a complex mass system and an elevator brake device has to cope with this complex mass system.
  • the elevator brake device of an elevator system must bring the entire mass system or the total mass (MG) to be braked to a standstill.
  • the elevator brake device In a "worst case”, for example in the case of failure of suspension elements or support structures, however, the elevator brake device must be able to securely brake and hold the remaining mass (MV), essentially the mass of the empty elevator car including the payload. This latter requirement can not be checked real in an elevator system, since this would be such a "worst case”, in the areas of elevator construction also referred to as "free fall", brought about.
  • Another variant provides that the remaining mass (MV) of the elevator installation to be braked by the elevator brake device in the "worst case" is entered by entering the permissible weight (MF) of the conveyor load, an effective mass proportion of the drive (MA) and measuring an elevator acceleration (ak). wherein mass determinations on the elevator installation such as, an actual imbalance (MB) of the elevator installation, or an actual weight (MT) of the suspension means are performed using the braking force measuring device.
  • mass determinations on the elevator installation such as, an actual imbalance (MB) of the elevator installation, or an actual weight (MT) of the suspension means are performed using the braking force measuring device.
  • This variant is advantageous when it comes to customer-specific elevator systems, in which, for example, additional equipment, such as imaging devices, air conditioners or the like or equipment such as mirrors, decorative materials or custom flooring are installed. This method allows a safe determination of the braked masses.
  • the effective mass fractions of the drive (MA) are defined by the drive.
  • the actual imbalance (MB) is the mass difference between the counterweight and the empty cab. As a rule, this mass difference is designed for 50% of the permissible delivery load (MF). But there are also other interpretations of this imbalance known. This imbalance can be determined by first determining an actual weight (MT) of the suspension elements.
  • the measurement of the holding forces (FB HT , FB HB ) takes place in each case by the elevator car in relevant stop (top or bottom) is held solely by the braking device and the holding force is measured by the brake force measuring device.
  • a weight (MZ) of a possible payload of the cabin (for example, an installer) must be taken into account in this determination.
  • the weight of the empty elevator car (MK) can now be determined by, for example, by means of an acceleration sensor, an intrinsic acceleration (ak) of the elevator car is measured. In this case, the empty car is parked in the lowest stop (HB), then the braking device is opened whereby the empty elevator car accelerates automatically upwards. This acceleration (ak) and a possible residual braking force (FB R) is measured, and then the brake is again closed.
  • This method allows a reliable determination of the actual mass fractions of an elevator installation.
  • a further embodiment provides that the brake unit is delivered with a maximum force and by means of the normal force measuring device the maximum achievable Bremszustellkraft (FNm) is measured and this maximum Bremszustellkraft (FNm) with the maximum required Bremszustellkraft (FNe) is compared and the proof sufficient Braking function is called satisfied when the maximum brake application force (FNm) by the safety factor (SB) is greater than the maximum required brake application force (FNe).
  • This design allows a statement about a really existing safety of the braking device. This results in a very safe braking device,
  • FBe KB 2 ' * MV * ake + G _ ,
  • the correction factor (KB2 ') takes account of characteristic empirical values such as the expected overload.
  • the maximum possible braking force (FBm) is now compared with the maximum required braking force (FBe) and the detection of sufficient braking function is deemed fulfilled if the maximum possible braking force (FBm) is exceeded the safety factor (SB) is greater than the maximum required braking force (FBe).
  • SB safety factor
  • the braking function is generally verified by the empty cabin controlled or uncontrolled, preferably accelerated in the upward direction until a Fahrkurven- or speed monitoring system activates the braking device and the braking device by means of associated brake unit (s) Braking the car to a standstill and keeping it at a standstill During the braking process, the brake application forces and braking forces are measured and a coefficient of friction of the brake unit ( ⁇ b) determined from these measurements is compared with the previously determined effective coefficient of friction of the brake unit ( ⁇ e). The commissioning of the braking device is referred to as satisfied if the determined coefficient of friction ( ⁇ b) substantially coincides with the effective coefficient of friction ( ⁇ e), possibly taking into account the correction factor (KB1, KB2).
  • the advantage of this embodiment is the fact that the overall function of the safety system of the elevator installation can be carried out by simple means of only one person.
  • a further advantageous embodiment of the commissioning method provides that a correct balance of an elevator system using the Brake force measuring device is made or verified. This is economical because no separate measuring instruments are required.
  • the balancing of the elevator system is performed by entering a required balancing factor in an evaluation unit.
  • the actual imbalance (MB) may be determined using the brake force measurement device as previously described.
  • a true balance factor (Bw) is determined by setting the actual imbalance (MB) in relation to the allowable payload (MF) of the elevator car.
  • MF allowable payload
  • a possibly required additional weight can be determined as the difference between the required balancing factor (Bg) minus the actual balancing factor (Bw) and multiplication by the permissible payload, and the counterweight can be weighted with this additional weight or relieved accordingly if the result is negative.
  • the advantage of this design is that balancing can be easily and safely controlled and / or corrected.
  • the number of brake units used is 2 or a multiple of 2. This is advantageous because usually two brake tracks are present and thus the brake units can be distributed symmetrically on the brake tracks. It is also possible to use several small brake units instead of large brake units. This is inexpensive because modular braking devices can be interconnected into a system.
  • parameters of the brake unit acquired during commissioning are checked for conformity with default values.
  • these commissioning values or parameters determined during commissioning are stored, and a running status check evaluates the characteristic values during normal brake application of each brake application.
  • the condition check compares continuously determined characteristic values with the commissioning values and in case of unexpected deviations a recalibration, a service message or a fault message is generated. This allows the function of the braking device to be ensured for a long time, and allows targeted maintenance.
  • the determined effective coefficient of friction ( ⁇ e) is used as the parameter.
  • a determined normal force characteristic curve is used as the parameter, which is stored as a function of a delivery measuring device or a delivery path.
  • a correct function of the brake force measuring device is checked by comparing a measured braking force (FB) with a required driving force for moving the elevator car (FA), for which purpose a static braking force (FBST) is measured with the elevator car stationary and a dynamic braking force (FBdyn) is measured at a constant driving speed and a small-acting brake application force (FBw) and the difference between these two measurements (FBdyn-Fbstat) is compared with the required driving force (FA), for example an engine torque (TA).
  • FBST static braking force
  • FBdyn dynamic braking force
  • FA engine torque
  • a device is used to carry out the start-up method, which device can be connected to the brake device and controls the sequence of startup.
  • This is particularly advantageous, since by means of this device, for example, instructions can be given to the person performing, calculations can be performed automatically and the results of commissioning can be stored, or output in a report. This is safe and efficient.
  • Fig. 1 shows an example of an elevator installation 1.
  • the elevator installation 1 comprises an elevator cage 2 which is connected by means of suspension 4 to a counterweight 3.
  • the elevator car 2 is driven by a drive 5 by means of suspension 4.
  • the elevator car 2 is guided by guide rails 6 essentially in the vertical direction in an elevator shaft 7 by means of guide shoes 23. Elevator car 2 and counterweight 3 move in the same way in the elevator shaft 7.
  • the elevator car 2 is used to transport the delivery load 10.
  • the elevator system 1 is controlled by an elevator control 8.
  • the elevator car is provided with a braking device 11, which can hold the elevator car 2 at a standstill and which, if necessary, can brake the elevator car 2 from a driving state to a standstill. Stopping at standstill is required, for example, when the elevator car is in a floor for the purpose of picking up or discharging conveyor load 10. Braking may be required if a fault is detected in the lift system and accordingly the elevator car must be decelerated quickly.
  • the brake device 11 comprises at least one brake unit 12 which can be brought into engagement with a brake track 6.
  • Fig. 1 is the guide rail 6 and the brake track 6 one and the same element.
  • the brake device 11 further comprises a brake control unit 13 which controls the brake unit 12.
  • the brake control unit 13 gives the brake unit 12 braking values which the brake unit 12 adjusts.
  • an acceleration sensor 22 is mounted on the car 2, which detects a current acceleration state of the car 2 and at least passes it on to the brake control unit 13 and / or the elevator control 8.
  • a device 9 is connected to the elevator control 8, which controls a start-up procedure of the elevator installation 1.
  • this device 9 is a mobile computer, such as a laptop, PDA, or the like.
  • Fig. 1 a shows the in Fig. 1
  • the elevator car 2 is guided by two guide rails or brake tracks 6.
  • the counterweight 3 is located in the same shaft 7 and is guided along its own guide rails (not labeled).
  • the braking device 11 is mounted on the elevator car 2, wherein in the example two brake units 12.1, 12.2 are used, which can each act on a brake track 6.
  • Fig. 2 and Fig. 3 show an exemplary brake unit 12.
  • the brake unit 12 includes a brake housing 16 with a fixed brake plate 14 and a feed device 15 which has a second brake plate 14.
  • the brake unit 12 comprises the brake track 6 and by means of the feed device 15, the brake plates 14 can be delivered, whereby a braking or holding force can be generated.
  • the delivery is controlled and regulated by means of a control device 17.
  • the guide shoe 23 serves to guide the brake unit 12 and / or the elevator car 2.
  • a normal force measuring device 21 a normal force FN generated by the brake unit 12 is measured.
  • the normal force FN generates the braking force FB defined by a coefficient of friction ⁇ .
  • a single braking force FB per braking unit is measured and from this a coefficient of friction ⁇ is determined which corresponds to the value FN divided by FB, that is to say a braking unit related coefficient of friction.
  • an attachment housing 18 leads the braking force FB from the brake plates 14 via a carrier pin 19 to the elevator cage 2.
  • the braking force can be measured by a brake force measuring device 20.
  • the measured values of normal force FN, braking force FB or a delivery path, which can be measured for example in the delivery device 15, are detected by the control device 17 and forwarded directly or possibly via the brake control unit 13 and / or elevator control 8 to the commissioning device 9.
  • these measured values are also used by the control device 17, the brake control unit 13 and / or the elevator control 8 for their own tasks.
  • the brake unit 12 slides at a speed v of the brake track 6, while holding this speed v is equal to zero.
  • This embodiment allows an efficient control of the braking device 11 in the event of an operation, since the brake control unit 13 can specify a desired normal force FN to each brake unit 12 and the brake unit 12 adjusts this value independently. During commissioning, these values can simply be used to calculate an effective brake safety SB.
  • Fig. 4 schematically represents a possible measuring arrangement for exercising the commissioning process.
  • the drive 5 is provided with a device for detecting the drive torque TA.
  • the drive provides this measurement signal to the drive controller 8.
  • the elevator car 2 is equipped with the acceleration sensor 22.
  • the signal of the acceleration sensor 22 is likewise made available to the elevator control 8 via the car.
  • the car 2 contains the braking device 11, which consists of a plurality of brake units 12.
  • Each of the brake units 12 has normal force measurement 21, brake force measurement 20 and in the illustrated example further on the measurement of the effective feed travel of the feed device 15.
  • the measured values are
  • the elevator control 8 is also made available via the brake unit, or the measurement signals are made available via the elevator control 8 to the device 9 for controlling the startup procedure.
  • the device 9 is connected to the elevator control 8 in the example shown. This allows operation of the device from one floor. Of course, the device could be connected to other data points such as the brake control unit 13 or to the braking device 11.
  • Fig. 5 gives an overview of the main dimensions of a lift system.
  • the car 2 with the empty mass MK is connected to a suspension element 4 which has the mass MT to the counterweight 3.
  • the counterweight 3 has the mass MC.
  • the drive 5, which drives the car 2 and the counterweight 3 via the suspension element 4, has a mass equivalent MA which corresponds to the rotational mass of the drive components 5.
  • the car 2 is loaded with a maximum allowable delivery load 10 which corresponds to the mass MF.
  • the cabin 2 is provided with a braking device 11.
  • the Fig. 6a to 6c give a representation of possible measurement points for the commissioning of the braking device 11 and the elevator system 1.
  • the cabin is unloaded, that is, the current mass MF is zero.
  • the Fig. 6a to 6c are related to Fig. 5 consider.
  • the measuring point is shown in the lowest stop HB.
  • the mass fraction MT of the suspension element 4 is substantially on the side of the car 2.
  • the measurement FB corresponds to the preponderance of counterweight 2 to empty cabin 2 and suspension means 4th
  • Fig. 6b a measuring point is shown in the middle stop HM.
  • Cabin 2 and counterweight 3 are at the same height and the mass fraction MT of the suspension element 4 is divided substantially evenly on the side of the car 2 and the counterweight 3.
  • the measurement FB corresponds to the sole preponderance of counterweight 2 to empty cabin 2.
  • Fig. 6c the measuring point is shown in the uppermost stop HT.
  • the mass fraction MT of the suspension element 4 is substantially on the side of the counterweight 3.
  • the measurement FB corresponds to the preponderance of counterweight 2 and support means 4 to the empty cabin 2.
  • the measuring point according to Fig. 6b Of course, it can also be calculated as the mean value between the measured value Fig. 6a and 6c determine.
  • the elevator expert can arbitrarily change the set shapes and arrangements.
  • the illustrated arrangement of a drive in the shaft head can be replaced by a drive on the car or on the counterweight or the braking device can be arranged at the upper end of the cabin or below and above the cabin or laterally of the cabin.

Claims (18)

  1. Procédé pour contrôler un dispositif de freinage d'ascenseur, le dispositif de freinage d'ascenseur (11) freine et arrête une cabine d'ascenseur (2), et le dispositif de freinage d'ascenseur (11) se compose d'au moins deux unités de freinage (12) qui sont accouplées en cas de besoin à des glissières de frein (6), l'unité de freinage (12) pressant à cet effet au moins une plaque de frein (14) contre la glissière de frein (6) et produisant une force de freinage (FB), et un coefficient de friction effectif (µe) de l'unité de freinage (12) produit lors de la pression de la plaque de frein (14) contre la glissière de frein (6) étant déterminé, caractérisé en ce que le coefficient de friction effectif (µe) de l'unité de frein (12) est déterminé à l'aide d'un dispositif de mesure de force de freinage (20) destiné à mesurer une force de freinage (FB) et à l'aide d'un dispositif de mesure de force normale (21) destiné à mesurer une force d'approche de frein active (FNw).
  2. Procédé selon la revendication 1, caractérisé en ce que pour déterminer le coefficient de friction effectif (µe) de l'unité de freinage (12), ladite unité de freinage (12) est accouplée à la glissière de frein (6) et est approchée avec une faible force d'approche de frein active (FNw), et la cabine d'ascenseur (2) est déplacée à une vitesse faible, le déplacement étant poursuivi ou répété jusqu'à ce qu'un coefficient de friction effectif globalement constant de l'unité de frein (µe=FB/FNw) apparaisse.
  3. Procédé selon la revendication 2, caractérisé en ce que la détermination du coefficient de friction effectif (µe) de l'unité de frein (12) est réalisée sur la cabine d'ascenseur (2) non chargée.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce qu'à l'aide du coefficient de friction effectif (µe) et d'une force d'approche de frein maximale (FNm) déterminée à l'aide du dispositif de mesure de force normale, un facteur de sécurité de frein (SB) suffisant est mis en évidence.
  5. Procédé pour la mise en service d'une installation d'ascenseur (1) avec une cabine d'ascenseur (2) pour le transport d'une charge (10) et avec un contrepoids (3) qui est relié à l'aide de moyens porteurs (4) à la cabine d'ascenseur (2), et un entraînement (5) pour entraîner la cabine (2), le contrepoids (3) et les moyens porteurs (4), le contrepoids (3) et la cabine (2) se déplaçant en sens inverse dans une gaine verticale (7), et avec un dispositif de freinage d'ascenseur (11) installé sur la cabine d'ascenseur (2), caractérisé en ce qu'un contrôle du dispositif de freinage d'ascenseur (11) est réalisé à l'aide du procédé selon l'une des revendications 1 à 4.
  6. Procédé selon la revendication 5, caractérisé en ce qu'une masse restante (MV) de l'installation d'ascenseur à freiner dans le "pire des cas" par le dispositif de freinage d'ascenseur (11) est calculée (MV=MK+MF) à l'aide d'un poids autorisé (MF) de la charge à transporter (10) et d'un poids (MK) de la cabine d'ascenseur (2) vide, ou à l'aide du poids autorisé (MF) de la charge à transporter (10), d'une part de masse active de l'entraînement (MA) et de la mesure d'une accélération d'ascenseur (ak), des définitions de masse sur l'installation d'ascenseur ainsi qu'un déséquilibre réel (MB) de l'installation d'ascenseur ou un poids réel (MT) des moyens porteurs (4) étant réalisés à l'aide du dispositif de mesure de force de freinage.
  7. Procédé selon la revendication 5, caractérisé en ce qu'une force d'approche de frein maximale nécessaire (FNe) est définie en prenant en compte la masse totale (MV) à freiner dans le "pire des cas", le coefficient de friction effectif de l'unité de freinage (µe), le nombre d'unités de freinage (N) utilisées, un ralentissement minimal nécessaire (AKE) et un facteur de correction (KB1), le facteur de correction (KB) prenant en compte des valeurs d'expérience caractéristiques telles que la vitesse de freinage, l'encrassement ou une surcharge à prévoir : FNe=KB1*MV*(ak+g)/(N*/µe).
  8. Procédé selon la revendication 7, caractérisé en ce que l'unité de freinage (12) est approchée avec une force maximale, et à l'aide du dispositif de mesure de force normale (21) la force d'approche de frein maximale pouvant ainsi être atteinte (FNm) est mesurée, et cette force d'approche de frein maximale (FNm) est comparée à la force d'approche de frein maximale nécessaire (FNe), et la mise en évidence d'une fonction de freinage suffisante est jugée satisfaite si la force d'approche de frein maximale (FNm) est supérieure suivant le facteur de sécurité (SB) à la force d'approche de frein nécessaire (FNe).
  9. Procédé selon la revendication 8, caractérisé en ce que l'unité de freinage (12) est approchée avec une force maximale, et à l'aide du dispositif de mesure de force normale la force d'approche de freinage maximale pouvant ainsi être atteinte (FNm) est mesurée, et en prenant en compte le coefficient de friction effectif de l'unité de freinage (µe), le nombre d'unités de freinage (N) utilisées et un facteur de correction (KB2) - le facteur de correction (KB2) prenant en compte des valeurs d'expérience caractéristiques telles que la vitesse de freinage ou l'encrassement - une force de freinage maximale possible (FBm=KB2*FNm*N*µe) est définie.
  10. Procédé selon la revendication 9, caractérisé en ce qu'une force de freinage maximale nécessaire (FBe) est définie en prenant en compte le poids (MV) à freiner "dans le pire des cas", un ralentissement minimal nécessaire (ake) et un facteur de correction (KB2'), le facteur de correction (KB2') prenant en compte des valeurs d'expérience caractéristiques telles qu'une surcharge à prévoir (FBe=KB2'*MV*(ake+g)), et la force de freinage maximale possible (FNm) est comparée à la force de freinage maximale nécessaire (FBe), et la mise en évidence d'une fonction de freinage suffisante est jugée satisfaite si la force de freinage maximale possible (FBm) est supérieure suivant le facteur de sécurité (SB) à la force de freinage maximale nécessaire (FBe).
  11. Procédé selon l'une des revendications 5 à 10, caractérisé en ce que la fonction de freinage est vérifiée grâce au fait que la cabine vide (2) est accélérée de manière contrôlée ou non contrôlée, de préférence dans le sens montant, jusqu'à ce qu'un système de surveillance de vitesse active le dispositif de freinage (11) et que le dispositif de freinage (11) freine jusqu'à l'arrêt et maintienne à l'arrêt la cabine (2) à l'aide de la ou des unités de freinage (12) associées, étant précisé que pendant l'opération de freinage, les forces d'approche de de frein (FN) et les forces de freinage (FB) sont mesurées et qu'un coefficient de friction actuel (µb) de l'unité de freinage déterminé à partir de ces mesures est comparé au coefficient de friction effectif de l'unité de freinage (µe) déterminé précédemment, et la mise en service du dispositif de freinage (11) est jugée satisfaite si le coefficient de friction actuel (µb) déterminé coïncide globalement avec le coefficient de friction effectif (µe), au mieux en prenant en compte le facteur de correction (KB1, KB2).
  12. Procédé selon l'une des revendications 5 à 11, caractérisé en ce qu'un équilibrage correct d'un système d'ascenseur (1) est réalisé ou vérifié à l'aide du dispositif de mesure de force de freinage (20).
  13. Procédé selon la revendication 12, caractérisé en ce qu'un équilibrage du système d'ascenseur (1) est réalisé en entrant un facteur d'équilibrage demandé, un facteur d'équilibrage réel est déterminé à un arrêt supérieur (HT) et à un arrêt inférieur (HB) en mesurant la somme des forces de freinage du nombre (N) d'unités de freinage (12) dans les deux positions alors que la cabine d'ascenseur vide (2) est à l'arrêt, et une valeur moyenne de ces deux mesures est mise en relation avec la charge utile autorisée (MF) de la cabine d'ascenseur, et un poids supplémentaire nécessaire est déterminé sous la forme d'une différence du facteur d'équilibrage (Bg) demandé moins le facteur d'équilibrage réel (Bw) et la multiplication avec la charge utile autorisée (MF), et un contrepoids est lesté avec un poids supplémentaire ou déchargé en conséquence en cas de résultat négatif.
  14. Procédé selon l'une des revendications 5 à 13, caractérisé en ce que le nombre d'unités de freinage (12) utilisées est de deux ou d'un multiple de deux.
  15. Procédé selon l'une des revendications 5 à 14, caractérisé en ce que dans le cadre de la mise en service, des grandeurs caractéristiques de l'unité de freinage (12) sont détectées, leur concordance avec des valeurs prédéfinies est vérifiée et est mise en mémoire en vue du contrôle d'une fonction en fonctionnement normal, un contrôle d'état permanent (17) comparant à chaque utilisation du dispositif de freinage (11) en fonctionnement normal les valeurs caractéristiques, les comparant avec les valeurs de mise en service, et en cas d'écarts inattendus, un recalibrage, un message de service ou un message d'incident étant généré.
  16. Procédé selon la revendication 15, caractérisé en ce qu'on utilise comme grandeur caractéristique le coefficient de friction effectif (µe) déterminé, et/ou on utilise comme grandeur caractéristique une courbe caractéristique de force normale déterminée qui est stockée sous la forme d'une fonction d'un dispositif de mesure d'approche.
  17. Procédé selon la revendication 5, caractérisé en ce qu'une fonction correcte du dispositif de mesure de force de freinage (20) est surveillée à l'aide de la comparaison d'une force de freinage (FB) mesurée, avec une force d'entraînement (FA) nécessaire pour déplacer la cabine d'ascenseur (2), étant précisé qu'à cet effet une force de freinage statique (FBst) est mesurée avec la cabine d'ascenseur (2) à l'arrêt, et qu'une force de freinage dynamique (FBdyn) est mesurée à une vitesse de déplacement constante et en présence d'une force d'approche de frein active (FBw) plus faible, et que la différence entre ces deux mesures (FBdyn-Fbstat) est comparée à la force d'entraînement (FA) nécessaire, par exemple un couple de moteur.
  18. Dispositif pour exécuter une mise en service selon l'une des revendications 5 à 17, caractérisé en ce que le dispositif (9) est apte à être raccordé au dispositif de freinage (11), et commande le déroulement de la mise en service.
EP07109524.4A 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service Active EP1870369B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP07109524.4A EP1870369B1 (fr) 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service
PL07109524T PL1870369T3 (pl) 2006-06-19 2007-06-04 Sposób sprawdzania urządzenia hamującego dźwigu, sposób uruchamiania instalacji dźwigowej i urządzenie do przeprowadzania uruchomienia
EP10183872.0A EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP06115686 2006-06-19
EP07109524.4A EP1870369B1 (fr) 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP10183872.0A Division EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur
EP10183872.0A Division-Into EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur

Publications (2)

Publication Number Publication Date
EP1870369A1 EP1870369A1 (fr) 2007-12-26
EP1870369B1 true EP1870369B1 (fr) 2018-01-10

Family

ID=38719714

Family Applications (2)

Application Number Title Priority Date Filing Date
EP10183872.0A Active EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur
EP07109524.4A Active EP1870369B1 (fr) 2006-06-19 2007-06-04 Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP10183872.0A Active EP2316776B1 (fr) 2006-06-19 2007-06-04 Procédé pour la mise en service d'un système d'ascenseur

Country Status (2)

Country Link
EP (2) EP2316776B1 (fr)
PL (1) PL1870369T3 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8210319B2 (en) * 2007-08-31 2012-07-03 John W. Boyd Hydraulic elevating platform assembly
DE102009053131B3 (de) * 2009-11-05 2011-05-19 Db Services West Gmbh Verfahren und Vorrichtung zum Überprüfen des Bremssystems einer Aufzugsanlage
DE202011051664U1 (de) 2011-10-18 2012-01-13 Slc Sautter Lift Components Gmbh & Co. Kg Bremseinrichtung für einen Aufzug
CN103226351B (zh) * 2013-03-18 2015-08-19 康力电梯股份有限公司 一种扶梯附加制动器测试系统
DE102014206461A1 (de) 2014-04-03 2015-10-08 Thyssen Krupp Elevator Ag Aufzug mit einer Bremsvorrichtung
DE102014213404A1 (de) * 2014-07-10 2016-01-14 Thyssenkrupp Ag Aufzugsanlage mit Bremseinrichtung am Fahrkorb und Verfahren zum Betrieb der Selbigen
AU2016363505B2 (en) 2015-12-02 2019-07-18 Inventio Ag Method for driving a brake device of a lift system
CN113247731B (zh) * 2021-06-30 2023-04-07 洛阳智超机电科技有限公司 一种多绳提升机系统负荷检测及安全制动控制方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2121175T3 (es) * 1993-08-24 1998-11-16 Garaventa Holding Ag Dispositivo de bloqueo y de enganche para el carro guiado sobre carriles de un ascensor oblicuo o vertical.
JP2001192184A (ja) * 2000-01-11 2001-07-17 Toshiba Corp エレベータ非常止め装置
DE10306375B3 (de) * 2003-02-15 2004-10-14 Henning Gmbh Verfahren zur Überprüfung von Fangvorrichtungen
AU2003300127A1 (en) * 2003-12-31 2005-08-03 Otis Elevator Company Elevator safety device
MY192706A (en) * 2004-12-17 2022-09-02 Inventio Ag Lift installation with a braking device, and method for braking and holding a lift installation

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP1870369A1 (fr) 2007-12-26
EP2316776B1 (fr) 2019-10-09
EP2316776A1 (fr) 2011-05-04
PL1870369T3 (pl) 2018-06-29

Similar Documents

Publication Publication Date Title
EP1870369B1 (fr) Procédé destiné à la vérification d'un dispositif de frein de levage, un procédé destiné à la mise en service d'une installation de levage et un dispositif destiné à l'exécution d'une mise en service
EP0391174B2 (fr) Dispositif et méthode pour détecter des paramètres physiques d'un élévateur
EP1067084B1 (fr) Dispositif et méthode pour éviter les glissements et les oscillations verticales sur des appareils de prise de charge pour des installations de transport vertical
EP1671912B1 (fr) Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée
EP1401757B2 (fr) Procede pour empecher une vitesse inacceptablement elevee du moyen de suspension de charge d'un ascenseur
DE102014101381B4 (de) Messsystem und Messverfahren zur Prüfung der Fangvorrichtung eines Aufzugs
EP0755894B1 (fr) Procédé et dispositif pour mesurer la charge dans une cabine d'ascenseur
EP2170753A1 (fr) Installation d'ascenseur comprenant une cabine d'ascenseur, un dispositif de freinage pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special et procede pour immobiliser une cabine d'ascenseur dans un mode de fonctionnement special
DE112015006721T5 (de) Aufzugsvorrichtung
DE4217587C2 (de) Anlagen-Diagnoseverfahren
DE102006042909B4 (de) Dynamische Bestimmung der Treibfähigkeit bei Treibscheiben-getriebenen Aufzugsanlagen
EP0563836B1 (fr) Méthode pour mesurer la capacité d'entraînement d'une installation de transport
DE112014007092T5 (de) Aufzugsteuervorrichtung
DE112016002403T5 (de) Fahrstuhlvorrichtung, Steuerungsverfahren dafür, sowie Zustandsbestimmungseinrichtung für Fahrstuhl am entfernten Ort
DE10144913B4 (de) Aufzugbremslast-Wägesystem
EP1561718A2 (fr) Méthode pour surveiller l'effet freinant sur un système d'ascenseur
DE112014005549T5 (de) Aufzugsanlage und Verfahren zu ihrer Steuerung
DE4311011C2 (de) Verfahren und Vorrichtung zur Prüfung eines Aufzugs mit Treibscheibenantrieb
EP0643290A1 (fr) Dispositif pour tester, surveiller et régler des freins mécaniques
EP3774630A1 (fr) Procédé et dispositif servant à surveiller des propriétés d'un ensemble de moyens de support dans un système d'ascenseur
DE202014010222U1 (de) Vorrichtung zur Erfassung wenigstens eines Bewegungsparameters einer triebwerksraumlosen Treibscheibenaufzugsanlage
WO2016005429A1 (fr) Installation d'ascenseur équipée d'un dispositif de freinage sur la cabine et procédé servant à faire fonctionner ladite installation d'ascenseur
DE102017202589A1 (de) Verfahren und Vorrichtung zur Ermittlung der Treibfähigkeit einer Förderanlage über eine Drehmomentmessung
DE10343193B4 (de) Steuerungs- und Regelungseinrichtung für einen Aufzug
DE102007009602A1 (de) Treibfähigkeitsmessung an Treibscheibenaufzugsanlagen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

17P Request for examination filed

Effective date: 20080529

17Q First examination report despatched

Effective date: 20080620

AKX Designation fees paid

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: HK

Ref legal event code: DE

Ref document number: 1116754

Country of ref document: HK

RIN1 Information on inventor provided before grant (corrected)

Inventor name: GRUNDMANN, STEFFEN

Inventor name: GREMAUD, NICOLAS

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20170816

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: AT

Ref legal event code: REF

Ref document number: 962158

Country of ref document: AT

Kind code of ref document: T

Effective date: 20180115

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502007016015

Country of ref document: DE

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2659923

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20180320

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20180110

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180410

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180411

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180510

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502007016015

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

26N No opposition filed

Effective date: 20181011

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20180630

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180604

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180604

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20180110

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20070604

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20210622

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20210526

Year of fee payment: 15

Ref country code: AT

Payment date: 20210618

Year of fee payment: 15

Ref country code: TR

Payment date: 20210525

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20210713

Year of fee payment: 15

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 962158

Country of ref document: AT

Kind code of ref document: T

Effective date: 20220604

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220604

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20230726

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220604

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230622

Year of fee payment: 17

Ref country code: DE

Payment date: 20230627

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R084

Ref document number: 502007016015

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220604

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220605

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20230620

Year of fee payment: 17

Ref country code: CH

Payment date: 20230702

Year of fee payment: 17