EP1918239B1 - Dispositif d'ascenseur - Google Patents

Dispositif d'ascenseur Download PDF

Info

Publication number
EP1918239B1
EP1918239B1 EP05780959.2A EP05780959A EP1918239B1 EP 1918239 B1 EP1918239 B1 EP 1918239B1 EP 05780959 A EP05780959 A EP 05780959A EP 1918239 B1 EP1918239 B1 EP 1918239B1
Authority
EP
European Patent Office
Prior art keywords
brake
car
group
driving
braking
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.)
Ceased
Application number
EP05780959.2A
Other languages
German (de)
English (en)
Other versions
EP1918239A1 (fr
EP1918239A4 (fr
Inventor
Takaharu Ueda
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
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 Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP1918239A1 publication Critical patent/EP1918239A1/fr
Publication of EP1918239A4 publication Critical patent/EP1918239A4/fr
Application granted granted Critical
Publication of EP1918239B1 publication Critical patent/EP1918239B1/fr
Ceased 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
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/06—Arrangements of ropes or cables
    • B66B7/10—Arrangements of ropes or cables for equalising rope or cable tension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures

Definitions

  • the present invention relates to an elevator apparatus for raising and lowering a car by driving forces of a plurality of driving machines.
  • a car is raised and lowered by a first driving machine and a second driving machine which are provided in an upper portion of a hoistway.
  • the car is provided with a sensor for detecting an inclination of the car.
  • the first and second driving machines are controlled so as to cancel the inclination of the car according to signals from the sensor (see, for example, Patent Document 1).
  • a braking device for an elevator provided with a first brake coil arranged in response to a first brake and a second brake coil arranged in response to a second brake is known from Patent Document 2.
  • Coil exciting circuits for exciting the brake coils respectively, a contact point for cutting off an electric power at elevator stopping time and a voltage holding circuit are disposed.
  • the first coil exciting circuit discharges a coil current to the voltage holding circuit from the first brake coil when cutting off the power source
  • the second coil exciting circuit delays the attenuation of the coil current of the second brake coil by using electric energy accumulated in the voltage holding circuit when cutting off the power source.
  • Document EP 1 538 121 discloses an elevator apparatus driven by plurality of driving machines with brakes controlled to balance the load.
  • the present invention has been made with a view toward solving the above-mentioned problem. It is an object of the present invention to provide an elevator apparatus capable of restraining generation of an inclination of the car at the time of emergency braking.
  • An elevator apparatus includes the features of claim 1 and in particular: a plurality of driving machines; a car that is raised and lowered by driving forces of the driving machines; and a plurality of brake devices for braking the ascent and descent of the car, in which the brake devices have a plurality of brake main bodies belonging to a plurality of different groups, and in which, at the time of emergency braking, the brake devices generate braking forces by the brake main bodies with timings deviated from group to group.
  • Fig. 1 is a schematic view of an elevator apparatus according to Embodiment 1 of the present invention.
  • first and second driving machines i.e., hoists
  • the first driving machine 1 has a first driving sheave 3, a first motor 4 for rotating the first driving sheave 3, a first brake drum 5, which is a brake rotary member to be rotated integrally with the first driving sheave 3, and a first brake device 6 for braking the rotation of the first brake drum 5.
  • the second driving machine 2 has a second driving sheave 7, a second motor 8 for rotating the second driving sheave 7, a second brake drum 9, which is a brake rotary member to be rotated integrally with the second driving sheave 7, and a second brake device 10 for braking the rotation of the second brake drum 9.
  • a plurality of first main ropes 11 (only one of which is shown in the drawing) are wound around the first driving sheave 3.
  • a plurality of second main ropes 12 (only one of which is shown in the drawing) are wound around the second driving sheave 7.
  • a car 13 is connected to first end portions of the first and second main ropes 11 and 12.
  • a first counterweight 14 is connected to second end portions of the first main ropes 11.
  • a second counterweight 15 is connected to second end portions of the second main ropes 12. That is, the car 13 and the first and second counterweights 14 and 15 are suspended in the hoistway by the first and second main ropes 11 and 12 through a 1:1 roping system, and are raised and lowered in the hoistway by the driving forces of the first and second driving devices 1 and 2.
  • first rope connecting portion 13a and a second rope connecting portion 13b are provided on the opposite side of the first rope connecting portion 13a with respect to the center of gravity of the car 13.
  • first and second rope connecting portions 13a and 13b are arranged symmetrically with respect to the center of gravity of the car 13.
  • the first main ropes 11 are connected to the first rope connecting portion 13a
  • the second main ropes 12 are connected to the second rope connecting portion 13b.
  • the first brake device 6 has first through third brake main bodies 16a through 16c belonging to a plurality of different groups (here, first through third groups).
  • the second brake device 10 has fourth through sixth brake main bodies 16d through 16f belonging to a plurality of different groups (here, first through third groups).
  • first and fourth brake main bodies 16a and 16d belong to the first group
  • the second and fifth brake main bodies 16b and 16e belong to the second group
  • the-third and sixth brake main bodies 16c and 16f belong to the third group.
  • the first brake main body 16a has a first brake shoe 17a to be brought into and out of contact with the braking surface of the first brake drum 5, a first brake spring (i.e., mechanical spring) 18a for pressing the first brake shoe 17a against the first brake drum 5, a first iron core 19a fixed to the first brake shoe 17a, and a first electromagnetic coil 20a for attracting the first iron core 19a to thereby separate the first brake shoe 17a from the first brake drum 5.
  • a first brake spring i.e., mechanical spring
  • the second through sixth brake main bodies 16b through 16f have brake shoes 17b through 17f, brake springs 18b through 18f, iron cores 19b through 19f, and electromagnetic coils 20b through 20f, respectively.
  • Fig. 2 is a circuit diagram showing driving circuits for the first through sixth electromagnetic coils 20a through 20f. Electric currents from first through sixth brake attraction amplifiers 21a through 21f are supplied to the electromagnetic coils 20a through 20f through an electromagnetic switch device 22, respectively.
  • the electromagnetic switch device 22 has first through sixth contacts 22a through 22f connected between the brake attraction amplifiers 21a through 21f and the electromagnetic coils 20a through 20f, respectively, and an opening/closing drive portion 22g for opening and closing the contacts 22a through 22f.
  • the opening/closing drive portion 22g has an iron core 22h, a switch coil 22i wound around the iron core 22h, and a resistor 22j and a diode 22k connected in parallel to the switch coil 22i.
  • the contacts 22a through 22f are normally closed. However, when an emergency stop command signal is input to the opening/closing drive portion 22g, the contacts 22a through 22f are opened. This causes the electric currents supplied to the electromagnetic coils 20a through 20f of the brake main bodies 16a through 16f to be cut off simultaneously.
  • First through sixth corresponding resistors 23a through 23f and first through sixth corresponding diodes 24a through 24f are connected in parallel to the first through sixth electromagnetic coils 20a through 20f.
  • the diodes 24a through 24f are connected in series to the corresponding resistors 23a through 23f.
  • the electric resistance values of the resistors 23a through 23f connected to the electromagnetic coils 20a through 20f belonging to the same group are set to be the same.
  • the electric resistance values of the resistors 23a through 23f connected to the electromagnetic coils 20a through 20f belonging to different groups are set to be different.
  • the electric resistance value R1 of the first resistor 23a is larger than the electric resistance value R2 of the second resistor 23b (i.e., R1 > R2)
  • the electric resistance value R2 of the second resistor 23b is larger than the electric resistance value R3 of the third resistor 23c (i.e., R2 > R3).
  • the operation of this embodiment will be described.
  • the first and second motors 4 and 8 are driven in synchronism with each other, whereby the first and the second sheaves 3 and 7 are rotated simultaneously, and the car 13 and the counterweights 14 and 15 are raised and lowered in the hoistway.
  • the brake shoes 17a through 17f are kept away from the brake drums 5 and 9 by the electromagnetic actuators composed of the iron cores 19a through 19f and the electromagnetic coils 20a through 20f against the forces of the brake springs 18a through 18f.
  • the electromagnetic coils 20a through 20f are in a non-energized state, and the brake shoes 17a through 17f are pressed against the brake drums 5 and 9 by the spring forces of the brake springs 18a through 18f, thus keeping the car 13 at rest.
  • the electric resistance values of the resistors 23a through 23f connected in parallel to the electromagnetic coils 20a through 20f are set as described above, so the timings with which the braking forces are generated by the brake main bodies 16a through 16f are slightly deviated from group to group. That is, the brake main bodies 16a through 16f are grouped in terms of brake operation timing.
  • Fig. 3 is an explanatory view showing a difference in operation between the brake main bodies 16a through 16f due to a difference in electric resistance value between the resistors 23a through 23f of Fig. 2 .
  • the period of time between the moment when the power supply to the electromagnetic coils 20a through 20f is cut off by the emergency stop command and the moment when the electric current flowing through the electromagnetic coils 20a through 20f is reduced to 0 is shortened when the electric resistance values of the resistors 23a through 23f are increased.
  • the larger the electric resistance values of the resistors 23a through 23f the quicker the shoe gaps (i.e., the gaps between the brake shoes 17a through 17f and the brake drums 5 and 9) are reduced to 0. That is, the larger the electric resistance values of the resistors 23a through 23f, the earlier the braking forces are generated and exerted.
  • the braking forces are generated in the order: the first and fourth brake main bodies 16a and 16d, the second and fifth brake main bodies 16b and 16e, and the third and sixth brake main bodies 16c and 16f.
  • the timings with which the braking forces are generated by the brake main bodies 16a through 16f are deviated from group to group, so it is possible to prevent an excessive deceleration frombeing applied to the car 13. Further, since the braking forces are applied to the first and second brake drums 5 and 9 a plurality of times, so if there should be a slight deviation in braking timing between the right and left sides, the difference in braking force, is small. Thus, it is possible to prevent generation of an inclination of the car 13 at the time of emergency braking.
  • Fig. 4 is a circuit diagram showing driving circuits for the first through sixth electromagnetic coils 20a through 20f of an elevator apparatus according to Embodiment 2 of the present invention.
  • the overall construction of the elevator apparatus is the same as that of Embodiment 1 (shown in Fig. 1 ).
  • two first resistors 23a1 and 23a2 are provided in a circuit in parallel with the first electromagnetic coil 20a.
  • the first resistors 23a1 and 23a2 are connected in parallel to each other, and are connected in series to the first diode 24a.
  • first selection switch 25a selectively connecting one of the first resistors 23a1 and 23a2 to the first diode 24a.
  • second through sixth electromagnetic coils 20b through 20f there are connected second through sixth resistors 23b1 through 23f2 and second through sixth selection switches 25b through 25f, respectively.
  • the electric resistance value of the first resistor 23a1 is set to be slightly larger than the electric resistance value of the first resistor 23a2.
  • the electric resistance value of the second resistor 23b1 is set to be slightly larger than the electric resistance value of the second resistor 23b2.
  • the electric resistance value of the third resistor 23c1 is set to be slightly larger than the electric resistance value of the third resistor 23c2.
  • the electric resistance value of the fourth resistor 23d1 is set to be slightly larger than the electric resistance value of the fourth resistor 23d2.
  • the electric resistance value of the fifth resistor 23e1 is set to be slightly larger than the electric resistance value of the fifth resistor 23e2.
  • the electric resistance value of the sixth resistor 23f1 is set to be slightly larger than the electric resistance value of the sixth resistor 23f2.
  • the electric resistance value of the first resistor 23a1 is equal to the electric resistance value of the fourth resistor 23d1.
  • the electric resistance value of the first resistor 23a2 is equal to the electric resistance value of the fourth resistor 23d2.
  • the electric resistance value of the second resistor 23b1 is equal to the electric resistance value of the fifth resistor 23e1.
  • the electric resistance value of the second resistor 23b2 is equal to the electric resistance value of the fifth resistor 23e2.
  • the electric resistance value of the third resistor 23c1 is equal to the electric resistance value of the sixth resistor 23f1.
  • the electric resistance value of the third resistor 23c2 is equal to the electric resistance value of the sixth resistor 23f2.
  • the electric resistance values of the first resistors 23a1 and 23a2 are larger than the electric resistance values of the second resistors 23b1 and 23b2.
  • the electric resistance values of the second resistors 23b1 and 23b2 are larger than the electric resistance values of the third resistors 23c1 and 23c2.
  • Fig. 5 is a block diagram showing a control portion for controlling the first through sixth selection switches 25a through 25f of Fig. 4 .
  • First and second weighing devices 26 and 27 output signals corresponding to the load of the car 13.
  • the first weighing device 26 is provided at the first rope connecting portion 13a.
  • the second weighing device 27 is provided at the second rope connecting portion 13b.
  • the weighing devices 26 and 27 output signals corresponding to the respective tensions of the main ropes 11 and 12, through expansion and contraction of built-in elastic bodies.
  • the signals from the weighing devices 26 and 27 are input to a comparingportion 28.
  • the comparing portion 28 compares the signals from the weighing devices 26 and 27 with each other, thereby detecting an imbalance between the tension of the first main ropes 11 and the tension of the second main ropes 12.
  • a command generating portion 29 generates a command signal for operating the selection switches 25a through 25f according to the imbalance detection result obtained by the comparing portion 28.
  • the command generating portion 29 performs switching operation on the selection switches 25a through 25f so as to deviate the braking force generating timings of the brake main bodies 16a through 16f belonging to the same group from each other according to the difference in tension between the first and second main ropes 11 and 12. For example, when the tension of the first main ropes 11 is higher than the tension of the second main ropes 12, the first through third resistors 23a1, 23b1, and 23c1 and the fourth through sixth resistors 23d2, 23e2, and 23f are selected.
  • the fourth brake main body 16d generates a braking force slightly earlier than the first brake main body 16a.
  • the fifth brake main body 16e generates a braking force slightly earlier than the second brake main body 16b.
  • the sixth brake main body 16f generates a braking force slightly earlier than the third brake main body 16c.
  • the comparing portion 28 and the command generating portion 29 may be formed by computers performing operations on the signals from the weighing devices 26 and 27 converted to digital signals, or by analog circuits using analog signals from the weighing devices 26 and 27 as they are.
  • the braking force generating timings of the brake main bodies 16a through 16f belonging to the same group are deviated from each other to cancel the difference in tension between the first and second main ropes 11 and 12, so it is possible to more effectively restrain generation of an inclination of the car 13 at the time of emergency braking.
  • Fig. 6 is a block diagram showing a control portion for controlling the first through sixth selection switches 25a through 25f of an elevator apparatus according to Embodiment 3 of the present invention.
  • a command generating portion 31 instead of the weighing devices 26 and 27, a command generating portion 31 generates a command for performing switching on the selection switches 25a through 25f according to a signal from a car inclination sensor 30 adapted to output a signal corresponding to an inclination of the car 13.
  • the command generating portion 31 outputs a command signal to the selection switches 25a through 25f so as to deviate the braking force generating timings of the brake main bodies 16a through 16f belonging to the same group to thereby cancel the inclination of the car 13.
  • this embodiment has the same construction as Embodiment 2.
  • the braking force generating timings of the brake main bodies 16a through 16f belonging to the same group are deviated from each other so as to cancel the inclination of the car 13, so it is possible to more effectively restrain generation of an inclination of the car 13 at the time of emergency braking.
  • Fig. 7 is a circuit diagram showing driving circuits for the first through sixth electromagnetic coils 20a through 20f of an elevator apparatus according to Embodiment 4 of the present invention.
  • the construction of the elevator apparatus as a whole is the same as that of Embodiment 1 (shown in Fig. 1 ).
  • Electric currents from the first and fourth brake attraction amplifiers 21a and 21d are supplied to the first and fourth electromagnetic coils 20a and 20d, respectively, which belong to the first group, through a first electromagnetic switch device 32.
  • the first electromagnetic switch device 32 has the contacts 22a and 22d connected between the brake attraction amplifiers 21a and 21d and the electromagnetic coils 20a and 20d, and a first opening/closing drive portion 32a for opening and closing the contacts 22a and 22d.
  • the first opening/closing drive portion 32a has a first iron core 32b, a first switch coil 32c wound around the first iron core 32b, and a first resistor 32d and a first diode 32e, which are connected in parallel to the first switch coil 32c.
  • Electric currents from the second and fifth brake attraction amplifiers 21b and 21e are supplied to the second and fifth electromagnetic coils 20b and 20e, respectively, which belong to the second group, through a second electromagnetic switch device 33.
  • the second electromagnetic switch device 33 has the contacts 22b and 22e, and a second opening/closing drive portion 33a.
  • the second opening/closing drive portion 33a has a second iron core 33b, a second switch coil 33c, a second resistor 33d, and a second diode 33e.
  • Electric currents from the third and sixth brake attraction amplifiers 21c and 21f are supplied to the third and sixth electromagnetic coils 20c and 20f, respectively, which belong to the third group, through a third electromagnetic switch device 34.
  • the third electromagnetic switch device 34 has the contacts 22c and 22f, and a third opening/closing drive portion 34a.
  • the third opening/closing drive portion 34a has a third iron core 34b, a third switch coil 34c, a third resistor 34d, and a third diode 34e.
  • the contacts 22a through 22f are normally closed. However, when an emergency stop command signal is input to the opening/closing, drive portions 32 through 34, the contacts 22a through 22f are opened, whereby the electric currents supplied to the electromagnetic coils 20a through 20f of the brake main bodies 16a through 16f are cut off.
  • the respective electric resistance values of the resistors 32d, 33d, and 34d, which belong to different groups, are different from one another.
  • the electric resistance value of the first resistor 32d is larger than the electric resistance value of the second resistor 33d
  • the electric resistance value of the second resistor 33d is larger than the electric resistance value of the third resistor 34d.
  • Fig. 8 is an explanatory view showing a difference in contact opening operation between the electromagnetic switch devices 32 through 34 due to the difference in electric resistance value between the resistors 32d, 33d, and 34d of Fig. 7 .
  • the period of time between the moment when an emergency stop command signal is input to the opening/closing drive portions 32a, 33a, and 34a (i.e., when the voltage of the command signal is reduced to 0) and the moment when the contacts 22a through 22f are actually opened is shortened when the electric resistance values of the resistors 32d, 33d, and 34d are increased.
  • the braking forces are generated in the order: the first and fourth brake main bodies 16a and 16d, the second and fifth brake main bodies 16b and 16e, and the third and sixth brake main bodies 16c and 16f.
  • the timings with which the braking forces are generated by the brake main bodies 16a through 16f are deviated from group to group, so it is possible to prevent an excessive deceleration from being applied to the car 13. Further, since the braking forces are applied to the first and second brake drums 5 and 9 a plurality of times, it is possible to restrain generation of an inclination of the car 13 at the time of emergency braking.
  • one brake device is provided with three brake main bodies in the examples described above, it is also possible for one brake device to be provided with two or four or more brake main bodies.
  • brake main bodies provided in one brake device belong to different groups from one another in the examples described above, it is also possible for a plurality of brake main bodies to belong to the same group. For example, when providing four brake main bodies in one brake device, it is possible for the four brake main bodies to be divided into two groups each including two brake main bodies.
  • the number of driving machines may be three or more.
  • the number of counterweights may be one or three or more.
  • timings with which the braking operations are started are deviated from group to group of the brake main bodies 16a through 16f in the examples described above, it is also possible to divide the brake main bodies into a plurality of groups, with intermittent or continuous control methods for the braking forces differing from group to group.
  • the present invention is applied to a brake device for braking the rotation of a driving sheave in the examples described above, the present invention is also applicable to a brake device for braking the ascent/descent of a car by some other method as defined within appended claims.
  • the present invention may also be applied to a plurality of car brake devices mounted to the car, for braking the ascent and descent of a car by holding braking members in press contact with car guide rails.
  • each car brake device is provided with a plurality of brake main bodies belonging to a plurality of different groups.
  • the present invention may also be applied to a plurality of rope brake devices provided in a hoistway or on a support member supporting a driving machine and adapted to brake the ascent and descent of a car through braking of the movement of main ropes.
  • each rope brake device is provided with a plurality of brake main bodies belonging to a plurality of different groups.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Structural Engineering (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Elevator Control (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Braking Arrangements (AREA)

Claims (6)

  1. Appareil d'ascenseur comprenant:
    une première machine d'entraînement (1) comportant une première poulie d'entraînement (3), un premier moteur (4) pour la rotation de la première poulie d'entraînement (3) et un premier dispositif de frein (6) pour le freinage de la rotation de la première poulie d'entraînement (3) ;
    une seconde machine d'entraînement (2) comportant une seconde poulie d'entraînement (7), un second moteur (8) pour la rotation de la seconde poulie d'entraînement (7) et un second dispositif de frein (10) pour le freinage de la rotation de la seconde poulie d'entraînement (7) ; et
    une cabine (13) qui est levée et abaissée par des forces d'entraînement des première et seconde machines d'entraînement (1, 2) et comprend une première partie de liaison de câble (13a) et une seconde partie de liaison de câble (13b) agencée sur le côté en face de la première partie de liaison de câble (13a) par rapport au centre de gravité de la cabine ; et
    les premier et second dispositifs de frein (6, 10) étant fournis pour le freinage de l'ascension et la descente de la cabine (13),
    dans lequel la cabine (13) est suspendue par une pluralité de premiers câbles principaux (11) enroulés autour de la première poulie d'entraînement (3) et suspendue par une pluralité de seconds câbles principaux (12) enroulés autour de la seconde poulie d'entraînement (7), dans lequel le premier câble principal (11) est relié à la première partie de liaison de câble (13a) et le second câble principal (12) est relié à la seconde partie de liaison de câble (13b),
    caractérisé en ce que le premier dispositif de frein (6) comporte une pluralité de corps principaux de frein (16a à 16c) appartenant à une pluralité de groupes différents,
    le second dispositif de frein (10) comporte une pluralité de corps principaux de frein (16d à 16f) appartenant à une pluralité de différents groupes et dans lequel, au moment du freinage d'urgence, les premier et second dispositifs de frein (6, 10) génèrent des forces de freinage par les corps principaux de frein (16a à 16f) avec des minutages déviés de groupe en groupe pour empêcher qu'une décélération excessive ne soit appliquée à la cabine (13) ou pour annuler la différence de tension entre la pluralité de premiers et seconds câbles principaux de sorte à empêcher la génération d'une inclinaison de la cabine (13).
  2. Appareil d'ascenseur selon la revendication 1, dans lequel les dispositifs de frein (6, 10) détectent une différence de tension entre les premier et second câbles principaux (11, 12) et dévient, au moment du freinage d'urgence, les minutages avec lesquels les forces de freinage des corps principaux de frein (16a à 16f) du même groupe sont générées selon la différence de tension.
  3. Appareil d'ascenseur selon la revendication 1, dans lequel les dispositifs de frein (6, 10) détectent une inclinaison de la cabine (13) et
    dévient les minutages avec lesquels les forces de freinage des corps principaux de frein (16a à 16f) du même groupe sont générées selon l'inclinaison de la cabine (13).
  4. Appareil d'ascenseur selon la revendication 1, dans lequel les corps principaux de frein (16a à 16f) comportent des sabots de frein (17a à 17f) à amener en et hors contact avec des éléments rotatifs de frein (5, 9) mis en rotation intégrale avec les première et seconde poulies d'entraînement (3, 7), des ressorts de frein (18a à 18f) pour le pressage des sabots de frein (17a à 17f) contre les éléments rotatifs de frein (5, 9), des bobines électromagnétiques (20a à 20f) pour la génération de forces électromagnétiques pour la séparation des sabots de frein (17a à 17f) des éléments rotatifs de frein (5, 9) contre des forces des ressorts de frein (18a à 18f) et des résistances (23a à 23f) reliées en parallèle aux bobines électromagnétiques (20a à 20f) et
    dans lequel les résistances (23a à 23f) ont des valeurs de résistance électrique différant de groupe en groupe.
  5. Appareil d'ascenseur selon la revendication 1, dans lequel les corps principaux de frein (16a à 16f) comportent des sabots de frein (17a à 17f) à amener en et hors contact avec des éléments rotatifs de frein (5, 9) mis en rotation intégrale avec les première et seconde poulies d'entraînement (3, 7), des ressorts de frein (18a à 18f) pour le pressage des sabots de frein (17a à 17f) contre les éléments rotatifs de freins (5, 9) et des bobines électromagnétiques (20a à 20f) pour la génération de forces électromagnétiques pour la séparation des sabots de frein (17a à 17f) des éléments rotatifs de frein (5, 9) contre les forces des ressorts de frein (18a à 18f) et
    dans lequel, au moment du freinage d'urgence, la fourniture d'électricité aux bobines électromagnétiques (20a à 20f) est interrompue avec des minutages différant de groupe en groupe.
  6. Appareil d'ascenseur selon la revendication 5, comprenant en outre une pluralité de commutateurs électromagnétiques (32, 33, 34) pour la commutation entre la fourniture et l'interruption d'un courant électrique aux bobines électromagnétiques (20a à 20f), dans lequel les dispositifs de commutation électromagnétique (32, 33, 34) comportent des contacts (22a à 22f) reliés aux bobines électromagnétiques (20a à 20f), des bobines de commutation (32c, 33c, 34c) pour l'ouverture et la fermeture des contacts (22a à 22f), et des résistances (32d, 33d, 34d) reliées en parallèle aux bobines de commutation (32c, 33c, 34c) et
    dans lequel les résistances (32d, 33d, 34d) ont des valeurs de résistance électrique différant de groupe en groupe.
EP05780959.2A 2005-08-25 2005-08-25 Dispositif d'ascenseur Ceased EP1918239B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2005/015434 WO2007023550A1 (fr) 2005-08-25 2005-08-25 Dispositif d'ascenseur

Publications (3)

Publication Number Publication Date
EP1918239A1 EP1918239A1 (fr) 2008-05-07
EP1918239A4 EP1918239A4 (fr) 2013-01-02
EP1918239B1 true EP1918239B1 (fr) 2016-09-21

Family

ID=37771308

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05780959.2A Ceased EP1918239B1 (fr) 2005-08-25 2005-08-25 Dispositif d'ascenseur

Country Status (4)

Country Link
EP (1) EP1918239B1 (fr)
JP (1) JP5026073B2 (fr)
CN (1) CN101044081B (fr)
WO (1) WO2007023550A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20100004936A (ko) * 2007-03-23 2010-01-13 미쓰비시덴키 가부시키가이샤 엘리베이터의 제어 시스템
CN102007062B (zh) 2008-04-15 2013-08-21 三菱电机株式会社 电梯装置
US9457987B2 (en) * 2011-02-04 2016-10-04 Otis Elevator Company Stop sequencing for braking device
EP3243010A1 (fr) * 2015-01-09 2017-11-15 ThyssenKrupp Elevator AG Frein électromécanique séquentiel à déclenchement d'urgence évolué
US10442659B2 (en) * 2015-06-29 2019-10-15 Otis Elevator Company Electromagnetic brake system for elevator application
US10450162B2 (en) * 2015-06-29 2019-10-22 Otis Elevator Company Electromagnetic brake control circuitry for elevator application
US10479645B2 (en) * 2015-06-29 2019-11-19 Otis Elevator Company Electromagnetic brake system for elevator application
AU2016307422B2 (en) 2015-08-07 2021-05-13 Otis Elevator Company Elevator system including a permanent magnet (PM) synchronous motor drive system
KR102605519B1 (ko) 2015-08-07 2023-11-23 오티스 엘리베이터 컴파니 영구 자석 동기 모터 드라이브 시스템을 포함하는 엘리베이터 시스템을 구조하는 구조 제어 및 방법
KR102666801B1 (ko) * 2015-09-10 2024-05-20 오티스 엘리베이터 컴파니 엘리베이터 브레이크 조립체
US11597633B2 (en) * 2018-08-22 2023-03-07 Kone Corporation Elevator safety brake, elevator and method for testing elevator safety brakes

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07102949B2 (ja) * 1989-09-28 1995-11-08 三菱電機株式会社 エレベータの制動装置
JP3748947B2 (ja) * 1996-06-26 2006-02-22 株式会社産機 複式制動装置
JP2000110868A (ja) * 1998-10-05 2000-04-18 Mitsubishi Electric Corp ブレーキ装置とそれを用いたエレベータ装置
JP4403614B2 (ja) * 1999-11-19 2010-01-27 三菱電機株式会社 エレベータの制動装置
KR100621475B1 (ko) * 2002-07-10 2006-09-13 미쓰비시덴키 가부시키가이샤 엘리베이터의 제어장치
KR100619616B1 (ko) * 2002-09-11 2006-09-01 미쓰비시덴키 가부시키가이샤 엘리베이터의 제어장치
WO2004026749A1 (fr) 2002-09-19 2004-04-01 Mitsubishi Denki Kabushiki Kaisha Equipement d'ascenseur
JP2004155526A (ja) * 2002-11-05 2004-06-03 Mitsubishi Electric Corp エレベータ装置

Also Published As

Publication number Publication date
CN101044081A (zh) 2007-09-26
CN101044081B (zh) 2011-01-05
JPWO2007023550A1 (ja) 2009-02-26
JP5026073B2 (ja) 2012-09-12
WO2007023550A1 (fr) 2007-03-01
EP1918239A1 (fr) 2008-05-07
EP1918239A4 (fr) 2013-01-02

Similar Documents

Publication Publication Date Title
EP1918239B1 (fr) Dispositif d'ascenseur
KR101014960B1 (ko) 엘리베이터 장치
US8316996B2 (en) Elevator apparatus having rescue operation controller
EP1953107B1 (fr) Systeme de frein pour ascenseur
US20100154527A1 (en) Elevator Brake Condition Testing
WO2006103768A1 (fr) Ascenseur
KR20080033139A (ko) 엘리베이터 장치
JPWO2007088599A1 (ja) エレベータ装置
KR101080601B1 (ko) 엘리베이터 장치
JPWO2009093330A1 (ja) エレベータ装置
JP2006306517A (ja) エレベータ装置
JP5079288B2 (ja) エレベータ装置
EP1749785B1 (fr) Contrôleur d'élévateur
CN100562476C (zh) 电梯制动装置
KR100922036B1 (ko) 엘리베이터 장치
WO2011010356A1 (fr) Dispositif de commande pour ascenseur
CN109019236B (zh) 电梯制动控制装置的故障检测装置及检测方法
EP2274223A1 (fr) Dispositif et procédé dans un ascenseur sans contrepoids
KR101246994B1 (ko) 엘리베이터 장치
CN101798035A (zh) 电梯装置
JPWO2007026487A1 (ja) エレベータの制動システム

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

17P Request for examination filed

Effective date: 20070321

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE

A4 Supplementary search report drawn up and despatched

Effective date: 20121204

RIC1 Information provided on ipc code assigned before grant

Ipc: B66B 9/00 20060101ALI20121128BHEP

Ipc: B66B 7/06 20060101ALI20121128BHEP

Ipc: B66B 7/10 20060101ALI20121128BHEP

Ipc: B66B 1/32 20060101AFI20121128BHEP

RIC1 Information provided on ipc code assigned before grant

Ipc: B66B 7/10 20060101ALI20151221BHEP

Ipc: B66B 9/00 20060101ALI20151221BHEP

Ipc: B66B 7/06 20060101ALI20151221BHEP

Ipc: B66B 1/32 20060101AFI20151221BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160324

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): DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602005050288

Country of ref document: DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602005050288

Country of ref document: DE

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

26N No opposition filed

Effective date: 20170622

REG Reference to a national code

Ref country code: DE

Ref legal event code: R084

Ref document number: 602005050288

Country of ref document: DE

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

Ref country code: DE

Payment date: 20190813

Year of fee payment: 15

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602005050288

Country of ref document: DE

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

Ref country code: DE

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

Effective date: 20210302