EP1995203B1 - Unité de surveillance de la vitesse et de l'accélération dotée d'un déclenchement assisté électroniquement destiné à l'utilisation pour organe convoyeur - Google Patents

Unité de surveillance de la vitesse et de l'accélération dotée d'un déclenchement assisté électroniquement destiné à l'utilisation pour organe convoyeur Download PDF

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Publication number
EP1995203B1
EP1995203B1 EP07010383A EP07010383A EP1995203B1 EP 1995203 B1 EP1995203 B1 EP 1995203B1 EP 07010383 A EP07010383 A EP 07010383A EP 07010383 A EP07010383 A EP 07010383A EP 1995203 B1 EP1995203 B1 EP 1995203B1
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EP
European Patent Office
Prior art keywords
speed limiter
brake
speed
auxiliary
brake disc
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.)
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Application number
EP07010383A
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German (de)
English (en)
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EP1995203A1 (fr
Inventor
Jürgen KARNER
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Wittur Holding GmbH
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Wittur Holding GmbH
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Publication date
Application filed by Wittur Holding GmbH filed Critical Wittur Holding GmbH
Priority to ES07010383T priority Critical patent/ES2337508T3/es
Priority to DE502007002741T priority patent/DE502007002741D1/de
Priority to EP07010383A priority patent/EP1995203B1/fr
Priority to AT07010383T priority patent/ATE456535T1/de
Priority to RU2008117379/11A priority patent/RU2472693C2/ru
Priority to CN2008101090315A priority patent/CN101311095B/zh
Publication of EP1995203A1 publication Critical patent/EP1995203A1/fr
Application granted granted Critical
Publication of EP1995203B1 publication Critical patent/EP1995203B1/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
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B66B5/06—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed electrical

Definitions

  • the invention relates to a speed limiter according to the preamble of claim 1.
  • Such speed limiters are used in particular in cable and hydraulic elevators to activate a braking or catching device as soon as the car moves inadmissible speed or in an inadmissible manner.
  • the term car is to be interpreted broadly and covers all types of cabins, load carriers, load-bearing platforms and the like.
  • speed limiters of the type discussed here are driven by an endless cable circulating in the shaft.
  • This speed limiter cable runs in a suitable form over the pulley of the speed limiter or is even - usually in the shaft head - on the pulley of the speed limiter diverted. At its other extreme, it is deflected by another, usually at the same time the rope exciting role.
  • the speed limiter cable is attached to the car or to the release mechanism for its brake or safety gear. The speed limiter cable therefore runs around with the current car speed, ie the peripheral speed of the pulley corresponds to the car speed.
  • the term pulley is functionally understood by the person skilled in the art and accordingly widely understood.
  • the actual speed limiter consists of a pulley and an at least when exceeding a certain pulley speed responsive brake. Once activated, the latter brakes the pulley. As a result, a relative movement of the speed governor rope relative to the car occurs. This is used to trigger the brake or safety gear or to apply their initial operating forces.
  • a typical representative of such a speed limiter describes the German patent DE 38 30 864 C1 , This speed limiter uses a mechanically excited, oscillating ratchet mechanism. This is so strongly excited at overspeed of the pulley that it collapses and blocks the pulley.
  • the locking pin at least one eccentric cam in the way. Once the eccentric cam has reached the locking pin, it can only pass it by being pushed away from it to the outside - in a deflected position that would otherwise be taken only when the second speed limit value is exceeded. As a result, overspeed is ultimately "simulated" and the pulley braked.
  • Both types of speed limiters make use of the principle of centrifugal or inertia principle. Because of this, they all exhibit an acceleration-dependent behavior - the more the car accelerates out of the allowable speed range beyond the maximum allowable speed, the later, d. H. At the higher speed, the speed limiter responds because only the sluggish intrinsic masses of the triggering mechanism have to be overcome.
  • the triggering mechanism of the brake comprises a normally non-contact speed sensor and a cooperating electronics.
  • a precise and almost instantaneous detection of the actual speed of the pulley is guaranteed because There are no masses in the game whose inertia has significant influence.
  • the speed limiter in the direction of the axis of rotation of the sheave exceptionally narrow to build, as non-contact speed sensor and the associated electronics can be much easier to miniaturize than mechanisms that trigger mechanically, such as in the form of pendulum levers or flyweight in combination with eccentrics, which naturally require some space to accommodate the required "sluggish masses", ie the pendulum lever or flyweights. This counteracts the tendency to always realize small shaft cross-sections with constant lift capacity.
  • a clutch In functional combination with the speed sensor and the associated electronics operates a clutch.
  • This is controlled by the electronics and coupled to appropriate activation at least one brake shoes - preferably indirectly - to a rotating component of the speed limiter, for example to the pulley itself or to another, separate thereof component.
  • the brake shoes unlike the previous, designed as part of a flyweight system brake shoes stopped until its activation is characterized - preferably indirectly - deflected by the rotating component and brought to the brake rotor to the plant. So it is a kind of "servo effect" to record, because the actuation energy for the brake shoes is not externally applied, but generated internally by the rotating rope letter of the speed limiter. At externally applied auxiliary power is only the energy to apply the clutch, z. B. in the form of clamping energy for a spring store.
  • the brake is designed so that an ever stronger contact pressure of the brake shoe takes place on the brake rotor, ie there is a self-locking of the brake rotor.
  • the brake rotor is brought almost abruptly to a halt and blocked at standstill.
  • the clutch allows the brake from the side Electronics ago with minimal power supply can be triggered, since neither the actual contact pressure for the brake shoe nor the force for the movement of the brake shoe is applied to the system on the brake rotor.
  • the term speed sensor is to be understood in a broad sense. Meant here are all current transducers in which a rotational movement generates signals that are a measure of the rotational path, the rotational speed and / or acceleration.
  • the auxiliary clutch on a rotatable auxiliary member preferably in the form of a rotatable about the Bremsommercardachse in clockwise or counterclockwise annular body.
  • This auxiliary member can be coupled to a peripheral component of the speed limiter, so that the auxiliary member is rotated, d. H. the actual forces for the application of the brake shoes are not externally applied by actuators, but ultimately by the pulley itself.
  • the auxiliary member in turn is coupled to at least one, usually two brake shoes, such that the auxiliary member by its rotation, the brake shoes to the Brake rotor applies.
  • auxiliary member has significant advantages over direct brake shoe actuation by means of corresponding, individually assigned actuators, in particular if two or more brake shoes are used. Because the auxiliary organ is a forced synchronization of the brake shoes and ensures (since usually activated by multiple actuators) that the safety-related function is fully maintained, even if an actuator fails. In addition, via the auxiliary member, at least if it is designed in the form of the said annular disc, actuator stroke and brake shoe movement decoupled from each other, so that the brake shoe movement can be "long-stroke", as the extremely short-stroke actuators.
  • the brake shoes are eccentric, which are so mounted relative to the brake rotor and connected to the auxiliary clutch, that the brake shoes can be applied both by rotation in a clockwise direction and counterclockwise in the manner described in the brake rotor.
  • the Speed limiter monitor both the up and down travel. This is particularly easy to realize when the brake shoes are eccentric, which are mounted relative to the brake rotor so that intersects at each rest position brake shoes whose smallest radius approximately with the axis of rotation of the brake rotor.
  • radius is to be understood in each case as the shortest distance between the fulcrum of the brake shoe and a point on that outer surface of the brake shoe, which faces directly to the periphery of the brake rotor and is intended to be brought into contact with this.
  • all of the brake shoes are arranged relative to each other around the brake rotor such that the radial forces arising during the response of the speed limiter or during the blockage of the brake rotor essentially cancel each other out. This reduces the stress involved in the response and the design effort required to ensure that the overspeed governor is not exposed to any functional elastic or even plastic deformation during sudden response.
  • the auxiliary member carries at least one, ideally a plurality of electrically controllable actuators, which press a corresponding auxiliary friction lining against a rotating component of the speed limiter, preferably in a purely radial direction, whereupon the auxiliary member is rotated with appropriate control.
  • the said rotating component may, in principle, be any rotating component of the overspeed governor suitable for such coupling.
  • the brake rotor will also represent the said rotating component. Because only the brake rotor offers the option described in detail below to come to a standstill after a short time by blockage, whereby the friction linings of the actuators are spared because the relative movement between the friction linings and the brake rotor then ends very quickly.
  • Another advantageous embodiment provides that the brake rotor is connected to the pulley or the shaft of the sheave on a further friction clutch, such that the sheave defined braked with blocked brake rotor continue to rotate can.
  • the speed limiter rope is braked strongly enough to apply the necessary forces to actuate the braking or safety device, but is not slowed down so much that the speed limiter cable, which continues to move along with it until the car stops slipped on his pulley.
  • Even the overspeed governor itself is spared, as the inertial masses, which are suddenly decelerated to a standstill in the event of a blockage, are reduced.
  • the frictional torque of said further friction clutch will be adjustable, so that the actuating forces provided by the speed limiter via its cable can be adapted to the requirements of the individually used brake or safety gear.
  • the embodiment according to Fig. 1 to 4 intended construction is conceivably simple.
  • the supporting structure of the speed limiter essentially consists of two lateral plates 1a and 1b. These are connected rigidly to one another in their lower area via an angle 2. This also forms the mounting foot.
  • two spacer sleeves 3 are provided for the same purpose, via which the plates 1a and 1b are screwed against each other.
  • the components mentioned will be made of steel, because the load-bearing structure should be as simple as possible but still as stiff as possible.
  • the two plates 1a and 1b carry welded, screwed or suitably mounted bushings 5, hold the rolling bearings 6, in which the shaft 4c runs, which is rotationally connected to the pulley 4.
  • One end of the shaft protrudes as a stub shaft out of the supporting structure ( Fig. 4 ).
  • This stub shaft preferably carries a disc which generates rotation-dependent pulses together with a suitable stationary sensor and thus forms the speed sensor, which at the same time also serves to detect the distance traveled by the car and thus the car position in the shaft and the detection of the instantaneous acceleration.
  • the pulley 4 consists here of two pulley sections 4a and 4b.
  • the sheave section 4b is intended for regular operation, while the sheave section 4a is designed as a so-called "mechanical test groove", which allows the authorized monitoring station or the fitter by hanging the speed limiter rope in a traditional manner (not only electronically) for tripping speed limiter during normal driving conditions.
  • the test groove may be omitted if necessary.
  • the speed limiter according to the invention does not necessarily have to form the upper or lower deflection of the endlessnossbe bayseils - even if that will be the case regularly, as in this way quite simply a sufficiently large, the slippage of the rope safely prevent wrap around the pulley can be realized if the necessary tension roller is able to apply a sufficiently large clamping force.
  • a brake rotor 7 is mounted on the shaft 4.
  • this has disk-like shape here, in the present case, however, acts like a drum brake, since its peripheral surface is the friction surface. This helps to make the construction in the direction of the main axis of rotation (the shaft 4) extremely flat.
  • the brake rotor 7 is not rigidly connected to the shaft 4, but via a friction brake.
  • This consists of the two rotationally fixed but axially displaceable mounted on the shaft 4 thrust washers 8, which are clamped by a screwed onto the shaft shaft nut 9 with the interposition of springs 10 via friction linings 11 targeted against the brake rotor 7.
  • the shaft 4 is acted upon with a blocked brake rotor with a defined braking torque.
  • the brake torque applied in this way suffices, on the one hand, to decelerate the speed governor cable running over the cable pulley 4 to such an extent that it can apply the forces required to actuate a braking or catching device and, on the other hand, prevents it from being jerked by the i.sup.
  • the brake shoes 12 are designed and stored so that they are up to the response of the speed limiter of Fig. 1 assume the neutral position shown. In this neutral position exists between the brake rotor and the brake shoes a low but sufficient clearance, which is usually less than 1.2 mm and ideally is about 0.6 to 0.9 mm. This reliably prevents the brake shoes from being inadvertently come into contact with the brake rotor, even if it is expected in the course of time with some dirt, on the other hand, but so no unnecessary backlash exists that must be overcome before the brake shoes come to rest. From the said neutral position, the brake shoes are pivotable both clockwise and counterclockwise.
  • the speed limiter can trigger bidirectional brakes, ie intervene both down and up.
  • the construction shown here is designed to be self-locking - as soon as the brake shoes 12 come into contact with the brake rotor, they are entrained by the brake rotor and thereby increasingly pressed against the brake rotor. In fractions of a second, they wedged with the brake rotor and block him. Due to the symmetrical arrangement of the brake shoes on the circumference of the brake rotor thereby lift the radial components of the abruptly occurring forces on the brake shoes, which in particular protects the bearings of the speed limiter.
  • the circumferential surface of the brake rotor which comes into action with the brake shoes and optionally also the active surface of the brake shoes is finely corrugated or finely toothed.
  • the purpose of this is to ensure the said entrainment of the brake shoes even if there is purely metallic contact between the brake rotor and the brake shoes.
  • the corrugation or toothing is so fine that no preferred direction and no preferential positions arise, d. H. certain positions that must take the brake shoes and the brake rotor relative to each other to get caught. Because it is a significant aspect of the invention that the brake rotor, in contrast to the usual ratchet locks has no significant backlash, d. H. almost independently of its current rotational position sustainable braking with the at least one brake shoes can interact.
  • an auxiliary clutch is provided.
  • This includes a in both directions rotatable annular body 13, here in the form of a multi-edged along its circumference and equipped with two retaining tabs 14 sheet metal part.
  • the annular body 13 is mounted coaxially with the shaft 4. For this purpose, it slides on a corresponding shoulder of one of the bearing bushes 5, ie it is mounted in a decoupled manner by the rotational movement of the shaft 4.
  • the ring body is by return springs 15 in his from Fig. 1 pulled shown rest position.
  • the annular body 13 is coupled via a suitable - executed here particularly low friction in the form of a roller drive - toothing with the brake shoes.
  • the coupling is usually largely free of backlash, so that even small rotational movements of the ring body force pivoting of the brake shoes.
  • the coupling is preferably designed so that there is a certain clearance between the brake shoes and the ring body in the radial direction. This ensures that the storage of the ring body in the course of the sudden, u. U. bouncing response of the brake shoes of these no significant radial forces are communicated.
  • the two aforementioned holding tabs 14 of the ring body 13 each carry one of the actuators 16, by means of which the electronics brings the speed limiter to respond when needed.
  • the presence of two actuators 16 increases the operational safety, since each of the actuators is usually designed so that it also produces the required effect alone if necessary.
  • the actuators 16, not shown here in detail, may be designed, for example, as electromagnetically retractable plunger against the action of a biasing spring, at the inner end of which a friction lining is attached. As long as the actuators are energized, the respective friction lining is held in a ventilated position. When the actuators are de-energized, their spring pushes its associated plunger in the direction of the brake rotor. As soon as the friction linings of the actuators sustainably come into contact with the brake rotor, the brake rotor takes the ring body with it. This happens regardless of the current direction of rotation of the brake rotor, since the plungers are ideally aligned so that they are pressed in a purely radial direction of the brake rotor.
  • the ring body 13 synchronizes the movement of the brake shoes, pivots them and brings them, as soon as it has turned more than slightly, to rest on the brake rotor. Since a self-locking design was chosen here, the brake rotor is now suddenly blocked, whereby the relative movement between the brake rotor and the friction linings of the actuators ends. This prevents that the friction linings wear out unnecessarily.
  • the synchronization through the ring body ensures that both brake shoes really come into contact with the brake rotor at the same moment and that the brake rotor is effectively clamped, if necessary, without the elasticity of the construction, which can never be completely avoided, having a rudimentary effect.
  • the ring body 13 ensures redundancy with its synchronization. Even if one of the two actuators fails, both brake shoes are reliably applied to the brake rotor, and not just one, as would be the case if both brake shoes each own a separate actuator would be assigned.
  • the clutch is designed so that it has no backlash, ie that the ring body 13 is immediately taken as soon as the friction linings of the plunger rest on the brake rotor, regardless of where on the circumference or on the face the brake rotor, the friction linings first come to rest.
  • the annular body 13 finally facilitates the release after the release of the speed limiter.
  • the pulley of the speed limiter is moved backwards, whereby the blockage of the brake rotor is canceled, since under the train of the return springs 15 standing ring body 13 lifts the brake shoes from the brake rotor, in retracts neutral position and holds there, as long as the actuators are energized again.
  • the Fig. 4 shows the region of the stub shaft S, which is here provided with a kind of "crown wheel" 19.
  • This carries individual teeth 21, which are arranged side by side on a gap.
  • Each tooth 21, which passes the here executed in the form of a forked light barrier 20 picker interrupts the light barrier and thus generates a pulse.
  • a photocell 20 z. B. also a reed contact or the like can be used.
  • a light barrier has the advantage that magnetism or inductance or stray fields have no influence and the dirt to be included in a light barrier as a disturbing factor can easily be kept away by a correspondingly sealed housing.
  • the speed limiter according to the invention is predestined for a remote electrical release for test purposes as well as electrical reset after release.
  • the triggering can be done not only depending on the speed, but also at abnormal acceleration (eg a> 1.7 m / s 2 ) - so z.
  • abnormal acceleration eg a> 1.7 m / s 2
  • the kinetic energy to be converted by the safety gears in the event of danger is significantly reduced and safety is increased.
  • the speed limiter invention is particularly well suited to monitor the standstill of the car with the doors open in the stop.
  • the speed limiter on the part of the central elevator control to provide the information that the car is in the stop.
  • the effective release can then after an uncontrolled or unwanted because of the open doors car movement of z. B. 75 mm.
  • the almost technically identical function can be used for temporary protection of harbors, d. H. be used to secure people under the cabin or on the car roof.
  • the speed limiter is then triggered externally as soon as an unwanted car movement or a penetration of the car into the shelter is detected.
  • the position, speed and acceleration signals generated internally by the speed limiter can be forwarded to the elevator control and serve there as reference signals, eg. B. to realize a shaft copying.
  • the speed threshold values opening of the safety circuit and release of the brake
  • the factor can be chosen such that the speed limiter triggers already at nominal speed in order to be able to check the function of the safety gear without mechanical modification (electronic test groove), that is, without having to transfer the speed limiter cable from the cable groove provided for operation into an adjacent cable groove, which has a much smaller diameter and thus already simulates "overspeed" in regular operation.
  • the actuators are designed in the form of tripping coils, they are regularly switched off briefly (for a few microseconds, which has no mechanical effect) and thus checks the electrical switching elements.
  • the interruption of the safety circuit is done by a bridge-like circuit with four relay contacts, each two relays are controlled by a processor. In the shunt branch, the resistance is measured. This allows a check of the relay functions, whereby the safety circuit remains closed. If a relay or processor fails, the safety circuit can still be opened with the remaining components.
  • the rotation of the pulley is detected by three sensors, the resulting regularities of the signals (signal sequence, prohibited states) are used for error detection. If an error occurs, all functions can still be fulfilled with the remaining two sensors.
  • the supply of electronics is secured by accumulator against failure. After the detection of a fault by the electronics, the standstill of the car is awaited before the system is shut down by opening the safety circuit.
  • Unsecure states of the elevator (in terms of position, speed and acceleration) are reacted at any time by directly opening the safety circuit or switching off the tripping inhibiting coils.
  • Fig. 5 shows a partial section of an alternative embodiment. This embodiment is the same as the first embodiment except for the differences discussed below. The previous description of the first embodiment therefore also applies to this embodiment.
  • the electronics As soon as the electronics detects overspeed or decides for any other reason that it should be triggered, it switches the coil 23 de-energized. The spring 25 then pushes the plunger 24 with its friction lining 26 against the brake rotor 7. This then tears the brake shoes 12 literally with him, d. H. swings him. As a result, depending on the direction of rotation, one of the main active surfaces HW of the brake shoe 12 now comes into contact with the brake rotor 7 for the first time. This tends to lead to a further pivoting of the brake shoe. This occurs - with appropriate interpretation - self-locking between the brake rotor 7 and the brake shoe 12 a. This leads to a sudden blockage of the brake rotor 7.
  • the blockade is solved in the same manner as previously described for the first embodiment. As soon as the brake rotor 7 rotates back in the opposite direction, the tension between the brake shoe 12 and the brake rotor 7 dissolves. Since the plunger of the actuator, which in the meantime has been energized again, has already been retracted to its rest position at this time, the return spring 29 can now release the brake shoes 12 pull back to its neutral position.
  • Fig. 6 shows a partial section of a third embodiment. Again, this embodiment is the same except for the differences discussed below constructed as the first embodiment. The description given at the beginning of the first embodiment therefore also applies to this embodiment.
  • the invention can be used equivalently for all types of vertical and inclined lifts iw S., but primarily it is designed for passenger and goods lifts in the true sense.

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  • Braking Arrangements (AREA)
  • Types And Forms Of Lifts (AREA)
  • Attitude Control For Articles On Conveyors (AREA)
  • Control Of Conveyors (AREA)
  • Controlling Rewinding, Feeding, Winding, Or Abnormalities Of Webs (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (16)

  1. Limiteur de vitesse pour une installation d'ascenseur, comprenant une poulie à câble destinée à un câble de limitation de vitesse, un frein susceptible d'être activé pour freiner la poulie à câble, ainsi qu'un mécanisme de déclenchement qui active le frein en fonction de la vitesse de rotation de la poulie à câble, caractérisé en ce que le mécanisme de déclenchement comprend un palpeur de vitesse de rotation qui génère un signal exploitable de manière électronique et fonctionnant de préférence sans contact, ainsi qu'une unité électronique coopérant avec ce palpeur de vitesse, de même qu'un accouplement auxiliaire (H) capable d'être piloté par l'unité électronique et couplant lors d'une activation correspondante au moins une mâchoire de freinage (12) à un composant en rotation du limiteur de vitesse, de sorte que la mâchoire de freinage (12) est basculée par celui-ci et appliquée contre un rotor de freinage (7) de telle manière qu'il se produit une auto-amplification entre le rotor de freinage (7) et la mâchoire de freinage (12) et que la poulie à câble (4a, 4b) est par suite freinée.
  2. Limiteur de vitesse selon la revendication 1, caractérisé en ce que l'accouplement auxiliaire (H) comprend un organe auxiliaire rotatif (HO), de préférence sous la configuration d'un corps annulaire (12) capable de tourner de manière centrale autour de l'axe de rotation du rotor de freinage du limiteur de vitesse, ce corps annulaire (13) pouvant être accouplé à un composant en rotation (7) du limiteur de vitesse de telle façon que l'organe auxiliaire (HO) est tourné, et l'organe auxiliaire (HO) est couplé de son côté à au moins une mâchoire de freinage (12) et en règle générale deux mâchoires de freinage (12) de telle manière que l'organe auxiliaire (HO) applique du fait de sa rotation les mâchoires de freinage (12) contre le rotor de freinage (7).
  3. Limiteur de vitesse selon la revendication 2, caractérisé en ce que ladite au moins une mâchoire de freinage (12) est montée en rotation et est couplée à l'organe auxiliaire (HO) via une transmission (17), de préférence sous la forme d'une transmission à rouleau.
  4. Limiteur de vitesse selon la revendication 3, caractérisé en ce que ladite au moins une mâchoire de freinage (12) est un excentrique qui est monté de telle façon par rapport au rotor de freinage (7) et qui est relié de telle manière à l'accouplement auxiliaire (H) que la mâchoire de freinage (12) peut être appliquée de la manière précitée contre le rotor de freinage (7) aussi bien par rotation dans le sens des aiguilles d'une montre que dans le sens inverse.
  5. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que ladite au moins une mâchoire de freinage (12) est un excentrique qui est monté par rapport au rotor de freinage (7) de telle manière que son plus petit rayon (R), dans la position de repos de la mâchoire de freinage (12), recoupe approximativement l'axe de rotation du rotor de freinage.
  6. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que la totalité des mâchoires de freinage (12) sont agencées les unes par rapport aux autres et autour du rotor de freinage (7) de telle manière que les forces radiales qui apparaissent lors du freinage sont au moins sensiblement annulées.
  7. Limiteur de vitesse selon la revendication 2 selon l'une des revendications précédentes en relation avec la revendication 2, caractérisé en ce que l'organe auxiliaire (HO) porte au moins un actionneur (16) et de préférence deux actionneurs (16) à pilotage électrique qui, lors d'un pilotage correspondant, poussent une garniture de friction auxiliaire associée contre un composant en rotation du limiteur de vitesse, de préférence dans une direction purement radiale, suite à quoi l'organe auxiliaire (HO) est mis en rotation.
  8. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que le composant rotatif précité du limiteur de vitesse est le rotor de freinage (7).
  9. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que le rotor de freinage (7) est relié à la poulie à câble (4a, 4b) ou à l'arbre (4c) de la poulie à câble via un autre accouplement à friction (8, 9, 10, 11) de telle manière que la poulie à câble (4a, 4b) est capable de poursuivre sa rotation avec un freinage défini lorsque le rotor de freinage est bloqué.
  10. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que l'accouplement auxiliaire (H) comporte une course morte, c'est-à-dire qu'il est conçu de telle façon qu'en cas de déclenchement et indépendamment de la position momentanée en rotation du composant rotatif (7) qui lui est associé en termes d'action, il est capable de s'accoupler à celui-ci.
  11. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que ladite au moins une mâchoire de freinage (12) ne présente aucune course morte, c'est-à-dire qu'elle est capable d'entrer en coopération avec le rotor de freinage (7) indépendamment de la position en rotation momentanée de celui-ci avec auto-amplification.
  12. Limiteur de vitesse selon la revendication 7 ou selon l'une des revendications précédentes en relation avec la revendication 7, caractérisé en ce que le ou les actionneurs à pilotage électrique (16) sont des électroaimants qui, conjointement avec l'unité électronique qui les pilote, sont conçus de telle manière qu'un contrôle fonctionnel des électroaimants est possible en fonctionnement, et en particulier lorsque la cabine d'ascenseur demeure à l'arrêt, par exemple par le fait que les électroaimants peuvent être brièvement alimentés ou mis hors courant de telle façon qu'il est possible de contrôler le fonctionnement correct de l'unité électronique en prenant en compte le temps de réaction systémique des électroaimants sans que l'accouplement auxiliaire (H) s'engage définitivement.
  13. Limiteur de vitesse selon la revendication 7 ou 12, ou selon l'une des revendications précédentes en dépendance de la revendication 7 ou 12, caractérisé en ce que l'actionneur ou les actionneurs à pilotage électrique (16) sont des bobinages d'inhibition de déclenchement précontraints par des ressorts et maintenus en position ouverte par excitation électrique.
  14. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé en ce que le palpeur de vitesse de rotation et l'unité électronique qui coopère avec celui-ci sont surveillés via l'accélération momentanée et/ou la course de rotation de la poulie à câble (4a, 4b) et, en cas de dépassement d'une accélération momentanée déterminée ou d'une course de rotation déterminée, ils activent l'accouplement auxiliaire (H) indépendamment de la vitesse momentanée instantanée de la poulie à câble (7).
  15. Limiteur de vitesse selon l'une des revendications précédentes, caractérisé ce que les signaux générés de manière interne, qui correspondent à la course relative du déplacement de la cabine d'ascenseur, en combinaison avec un compteur interne ou externe et un signal de référence qui indique une position tout à fait définie de la cabine d'ascenseur, par exemple l'une des positions extrêmes (en haut ou en bas), sont utilisés pour déterminer la position absolue de la cabine d'ascenseur dans la cage.
  16. Moyen de convoyage comprenant une cabine guidée sur des rails de guidage, un système d'entraînement et un dispositif de freinage ou de blocage qui coopère avec les rails de guidage pour terminer des situations de déplacement inadmissibles de la cabine, ainsi qu'un limiteur de vitesse pour déclencher le dispositif de freinage ou de blocage, caractérisé en ce que le limiteur de vitesse est conçu selon l'une des revendications précédentes.
EP07010383A 2007-05-24 2007-05-24 Unité de surveillance de la vitesse et de l'accélération dotée d'un déclenchement assisté électroniquement destiné à l'utilisation pour organe convoyeur Active EP1995203B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
ES07010383T ES2337508T3 (es) 2007-05-24 2007-05-24 Unidad de monitoreo de velocidad y aceleracion con arranque asistido electronicamente destinado al uso en dispositivos de transporte.
DE502007002741T DE502007002741D1 (de) 2007-05-24 2007-05-24 Geschwindigkeits- und Beschleunigungsüberwachungseinheit mit elektronisch angesteuerter Servoauslösung zum Einsatz für Fördermittel
EP07010383A EP1995203B1 (fr) 2007-05-24 2007-05-24 Unité de surveillance de la vitesse et de l'accélération dotée d'un déclenchement assisté électroniquement destiné à l'utilisation pour organe convoyeur
AT07010383T ATE456535T1 (de) 2007-05-24 2007-05-24 Geschwindigkeits- und beschleunigungsüberwachungseinheit mit elektronisch angesteuerter servoauslösung zum einsatz für fördermittel
RU2008117379/11A RU2472693C2 (ru) 2007-05-24 2008-05-06 Блок контроля скорости и ускорения с управляемым электронным способом пусковым сервомеханизмом для применения в подъемно-транспортных средствах
CN2008101090315A CN101311095B (zh) 2007-05-24 2008-05-23 用于电梯设备的限速器以及具有该限速器的输送装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07010383A EP1995203B1 (fr) 2007-05-24 2007-05-24 Unité de surveillance de la vitesse et de l'accélération dotée d'un déclenchement assisté électroniquement destiné à l'utilisation pour organe convoyeur

Publications (2)

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EP1995203A1 EP1995203A1 (fr) 2008-11-26
EP1995203B1 true EP1995203B1 (fr) 2010-01-27

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EP (1) EP1995203B1 (fr)
CN (1) CN101311095B (fr)
AT (1) ATE456535T1 (fr)
DE (1) DE502007002741D1 (fr)
ES (1) ES2337508T3 (fr)
RU (1) RU2472693C2 (fr)

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KR101706883B1 (ko) * 2011-04-01 2017-02-14 미쓰비시덴키 가부시키가이샤 엘리베이터 장치
US10781074B2 (en) * 2015-09-25 2020-09-22 Inventio Ag Elevator car movement monitoring device, assembly device and assembly method for an elevator system
CN105460729B (zh) * 2016-01-04 2018-01-09 河北东方富达机械有限公司 电梯限速器
CN107324170A (zh) * 2017-08-28 2017-11-07 武汉过控科技有限公司 一种轿厢移动限速系统
CN109775508B (zh) * 2017-11-10 2020-07-14 上海三菱电梯有限公司 紧急制动装置及具有该紧急制动装置的电梯系统
US11078045B2 (en) * 2018-05-15 2021-08-03 Otis Elevator Company Electronic safety actuator for lifting a safety wedge of an elevator
CN111824891B (zh) * 2019-04-15 2024-05-24 杭州沪宁电梯部件股份有限公司 一种限速器
CN110219905B (zh) * 2019-06-20 2024-01-26 迈格钠磁动力股份有限公司 一种离心触发式缓速器和提升运输装置
RU2735336C1 (ru) * 2020-01-11 2020-10-30 Алексей Геннадьевич Данилов Способ механической блокировки движения кабины лифта с открытыми кабинными дверями и устройство для его осуществления.
RU199074U1 (ru) * 2020-02-05 2020-08-12 Публичное акционерное общество "Карачаровский механический завод" Ограничитель скорости лифта центробежного типа
CN115362114A (zh) * 2020-04-06 2022-11-18 因温特奥股份公司 检查电梯设备的制动器的当前的功能状态的方法和相应配备的电梯设备
CN113816235A (zh) * 2021-09-24 2021-12-21 北京升华电梯集团有限公司 一种可变速限速器
CN114992222B (zh) * 2022-07-11 2024-03-01 常德苏通力原工程机械有限公司 一种自复位防坠器摩擦块轴及制造方法
CN116040173B (zh) * 2022-11-17 2023-11-21 江苏冠猴智能控制设备有限公司 一种食品生产用自动化仓储系统

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GB2212782B (en) * 1987-11-25 1991-01-30 Poon Otto L A lift
DE3830864C1 (fr) * 1988-09-10 1989-07-27 Bongers & Deimann, 4000 Duesseldorf, De
FI95021C (fi) * 1993-06-08 1995-12-11 Kone Oy Menetelmä ja laitteisto hissin tarrauslaitteen laukaisemiseksi
WO2003091142A1 (fr) * 2002-04-24 2003-11-06 Mitsubishi Denki Kabushiki Kaisha Appareil de regulateur de survitesse pour systeme d'ascenseur
DE202004010720U1 (de) * 2004-07-08 2004-09-09 Bode Components Gmbh Steuerungssystem für Aufzüge
EP2660180B1 (fr) * 2005-03-30 2014-11-26 Mitsubishi Denki Kabushiki Kaisha Dispositif de détection de survitesse pour un appareil d'ascenseur avec un verrouillage de sécurité.
WO2006103768A1 (fr) * 2005-03-30 2006-10-05 Mitsubishi Denki Kabushiki Kaisha Ascenseur

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CN101311095A (zh) 2008-11-26
ES2337508T3 (es) 2010-04-26
CN101311095B (zh) 2011-05-11
ATE456535T1 (de) 2010-02-15
RU2472693C2 (ru) 2013-01-20
DE502007002741D1 (de) 2010-03-18
EP1995203A1 (fr) 2008-11-26
RU2008117379A (ru) 2009-11-20

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