EP2028150A1 - Bremssystem für aufzug - Google Patents

Bremssystem für aufzug Download PDF

Info

Publication number
EP2028150A1
EP2028150A1 EP06757346A EP06757346A EP2028150A1 EP 2028150 A1 EP2028150 A1 EP 2028150A1 EP 06757346 A EP06757346 A EP 06757346A EP 06757346 A EP06757346 A EP 06757346A EP 2028150 A1 EP2028150 A1 EP 2028150A1
Authority
EP
European Patent Office
Prior art keywords
brake
resistor
electric power
car
individual
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.)
Withdrawn
Application number
EP06757346A
Other languages
English (en)
French (fr)
Other versions
EP2028150A4 (de
Inventor
Toshinori Tanaka
Kenji Shimohata
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 EP2028150A1 publication Critical patent/EP2028150A1/de
Publication of EP2028150A4 publication Critical patent/EP2028150A4/de
Withdrawn legal-status Critical Current

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
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/24—Operating devices
    • B66D5/30—Operating devices electrical
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1805—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current
    • H01F7/1811—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current demagnetising upon switching off, removing residual magnetism

Definitions

  • the present invention relates to a brake apparatus for an elevator that serves to apply a braking force to a car.
  • a brake control apparatus for an elevator in which a discharge circuit for attenuating the current of a brake coil is connected in parallel to the brake coil in order to prevent the operation delay of a brake.
  • the discharge circuit is composed of a parallel circuit comprising a resistor and a capacitor.
  • the attenuation factor of the current of the brake coil is decided by the inductance and resistance of the brake coil, so the attenuation speed of the current decreases as the current of the brake coil becomes smaller. Accordingly, it becomes difficult to further prevent the operation delay of the brake.
  • the present invention is intended to obviate the problem as referred to above, and has for its object to obtain a brake apparatus for an elevator which is capable of shortening a period of time from the time when the supply of electric power to a brake coil is stopped until the time when a braking force is applied to an elevator car.
  • a brake apparatus for an elevator includes: a brake apparatus main body that has a brake coil, and serves to apply a braking force to a car by stopping the supply of electric power to the brake coil and release the braking force applied to the car by supplying electric power to the brake coil; and a discharge circuit that is connected in parallel to the brake coil, and serves to attenuate a current of the brake coil when the supply of electric power to the brake coil is stopped; wherein the discharge circuit has a discharge parallel part that includes a resistor, and an overvoltage absorber which is connected in parallel to the resistor for maintaining a voltage impressed on the resistor within a predetermined range.
  • Fig. 1 is a schematic construction view showing an elevator equipped with a brake apparatus according to a first embodiment of the present invention.
  • a car 2 and a counterweight 3 are arranged in a hoistway 1 so as to be movable up and down.
  • a winch (drive unit) 4 for driving the car 2 and the counterweight 3 to move up and down is arranged at an upper portion of the hoistway 1.
  • the winch 4 has a winch main body 5 including a motor, and a drive sheave 6 that is driven to rotate by means of the winch main body 5.
  • a plurality of main ropes 7, which serve to hang the car 2 and the counterweight 3, are wrapped around the drive sheave 6.
  • the car 2 and the counterweight 3 are driven to move up and down in the hoistway 1 by the rotation of the drive sheave 6.
  • the rotation of the drive sheave 6 is braked by a brake apparatus 8.
  • the brake apparatus 8 has a rotating member 9 that is rotated together with the drive sheave 6, a brake apparatus main body 10 that is installed on the winch main body 5 for providing a braking force to the rotating member 9, and a brake control unit 11 that serves to control the operation of the brake apparatus main body 10.
  • the brake control unit 11 is installed on a control panel 12 of the elevator arranged in the hoistway 1.
  • the brake apparatus main body 10 has a brake member 13 that can be moved into or out of contact with the rotating member 9, a biasing spring 14 that serves to bias or urge the brake member 13 in a direction to contact the rotating member 9, and an electromagnet 15 that serves to displace the brake member 13 in a direction away from the rotating member 9 against the biasing force of the biasing spring 14.
  • the electromagnet 15 has a magnet main body (iron core) 16, and a brake coil 17 that is built into the magnet main body 16.
  • the electromagnet 15 generates an electromagnetic attraction force by supplying electric power to the brake coil 17.
  • the brake member 13 When the supply of electric power to the brake coil 17 is stopped, the brake member 13 is caused to displace in a direction to contact the rotating member 9 by means of the biasing force of energization spring 13. Due to the contact of the brake member 13 with the rotating member 9, a braking force is given to the car 2 and the counterweight 3. In addition, when electric power is supplied to the brake coil 17, the brake member 13 is caused to displace in a direction away from the rotating member 9 by means of the electromagnetic attraction force generated by the electromagnet 15. The braking force given to the car 2 and the counterweight 3 is released due to the movement of the brake member 13 away from the rotating member 9.
  • Fig. 2 is a circuit diagram showing the brake control unit 11 and the brake coil 17 in Fig. 1 .
  • the brake control unit 11 serves to control electric power supplied from a power supply 18 to the brake coil 17.
  • the brake control unit 11 includes: a discharge circuit 19 that is connected in parallel to the brake coil 17 for attenuating the current of the brake coil 17 when the supply of electric power to the brake coil 17 is stopped; a first contact 20 that serves to open and close electrical connection between the brake coil 17 and a positive terminal of the power supply 18, and between the discharge circuit 19 and the positive terminal of the power supply 18, respectively; and a second contact 21 that serves to open and close electrical connection between the brake coil 17 and a negative terminal of the power supply 18, and between the discharge circuit 19 and the negative terminal of the power supply 18, respectively.
  • the discharge circuit 19 includes a discharge parallel part 22, and a diode 23 that is connected in series to the discharge parallel part 22 for permitting an electric current to pass in a predetermined direction.
  • the discharge parallel part 22 includes a resistor 24, and a voltage regulator diode (overvoltage absorber) 25 that is connected in parallel to the resistor 24 for maintaining a voltage impressed on the resistor 24 within a predetermined range.
  • Fig. 3 is a graph showing the electric characteristic of the voltage regulator diode 25 of Fig. 2 .
  • the amount of the current flowing through the voltage regulator diode 25 is extremely limited when the reverse voltage is smaller than a predetermined drop voltage, but increases rapidly when the reverse voltage becomes equal to or higher than the predetermined drop voltage. That is, the voltage regulator diode 25 has a characteristic in which it becomes less prone to allow the current to flow therethrough when the reverse voltage is smaller than the predetermined drop voltage, but it rapidly becomes liable to allow the current to flow therethrough when the reverse voltage becomes equal to or higher than the predetermined drop voltage.
  • the voltage regulator diode 25 is set in such a manner that it has a maximum allowed current when the reverse voltage becomes a predetermined clamp voltage value higher than the drop voltage.
  • the clamp voltage value of the voltage regulator diode 25 is set to be an upper limit value that can be allowed for the circuit protection of the brake apparatus 8.
  • the voltage regulator diode 25 serves to prevent the reverse voltage impressed on the resistor 24 and the voltage regulator diode 25 from exceeding the clamp voltage value.
  • the first and second contacts 20, 21 are closed to supply electric power to the brake coil 17.
  • the first and second contacts 20, 21 are opened to stop the supply of electric power to the brake coil 17.
  • Fig. 4 is a graph showing the change over time of the voltage generated in the resistor 24 after the supply of electric power to the brake coil 17 of Fig. 2 is stopped.
  • Fig. 5 is a graph showing the change over time of the current of the brake coil 17 after the supply of electric power to the brake coil 17 of Fig. 2 is stopped.
  • a surge voltage 31 generated in the resistor 24 is maintained at the predetermined clamp voltage value by the voltage regulator diode 25 until a period of time X elapses from the time when the supply of electric power to the brake coil 17 is stopped (at an electric power supply stopping time point A). That is, when the surge voltage 31 is about to exceed the clamp voltage value, the current flowing through the voltage regulator diode 25 is adjusted in an automatic manner, whereby the surge voltage 31 is maintained to the predetermined clamp voltage value ( Fig. 4 ). As a result, damage to the first and second contacts 20, 21, the power supply 18, etc., can be prevented. At this time, a large amount of current flows into the resistor 24, and the current 32 of the brake coil 17 (hereinafter referred to simply as a "brake current”) is attenuated in a rapid manner ( Fig. 5 ).
  • the resistance value of the resistor is set to be lower than the resistance value of the resistor 24 in case where the resistor 24 is connected in parallel to the voltage regulator diode 25.
  • the period of time from the electric power supply stopping time point A until the time when the attenuation of the surge voltage 31 is completed becomes shorter than the period of time from the electric power supply stopping time point A until the time when the attenuation of the comparison surge voltage 33 is completed.
  • the period of time from the electric power supply stopping time point A until the time when the attenuation of the brake current 32 is completed becomes shorter than the period of time from the electric power supply stopping time point A until the time when the attenuation of the comparison brake current 34 is completed. Accordingly, the brake member 13 is placed into abutment with the rotating member 9 at an earlier time when the discharge parallel part 22 shown in Fig. 2 is used than when the discharge parallel part composed of only the resistor is used, whereby the braking force given to the car 2 is generated at an early time.
  • Fig. 6 is a graph showing the change over time of a speed 35 of the car 2 after the supply of electric power to the brake coil 17 of Fig. 2 is stopped (hereinafter referred to simply as a "car speed").
  • a speed 35 of the car 2 As shown in this figure, at the electric power supply stopping time point A, the supply of electric power to the motor of the winch main body 5 ( Fig. 1 ) is also stopped, so the car speed 35 rises temporarily. After this, a braking force is applied to the car 2 by the operation of the brake apparatus main body 10. As a result, the car speed 35 is decreased in a continuous manner, whereby the car 2 is stopped.
  • Fig. 6 there is also shown, for the purpose of a comparison between the periods of time until the car 2 is stopped, the change over time of a speed 36 of the car 2 in case where the discharge parallel part 22 of Fig. 2 is composed of only the resistor (hereinafter referred to as a "comparison car speed").
  • a comparison car speed As shown in this figure, it is found that the car speed 35 is changed to deceleration at an earlier point in time than the comparison car speed 36 is. Accordingly, the period of time from the electric power supply stopping time point A until the car 2 is stopped becomes shorter when the discharge parallel part 22 shown in Fig. 2 is used than when the discharge parallel part composed of only the resistor is used.
  • the discharge circuit 19 connected in parallel to the brake coil 17 has the discharge parallel part 22, and the discharge parallel part 22 has the resistor 24 and the voltage regulator diode 25 connected to each other.
  • the surge voltage generated in the resistor 24 when the supply of electric power to the brake coil 17 is stopped can be maintained within the predetermined range by means of the voltage regulator diode 25.
  • the resistance value of the resistor 24 can be set larger, and hence the current of the brake coil 17 can be attenuated in a shorter time.
  • the brake member 13 can be displaced at an early time.
  • Fig. 7 is a schematic construction view showing an elevator equipped with a brake apparatus according to a second embodiment of the present invention.
  • a brake apparatus 8 includes a rotating member 9 that is driven to rotate together with a drive sheave 6, a first and a second brake apparatus main body 41, 42 (i.e., a plurality of brake apparatus main bodies) that are respectively installed on a winch main body 5 for respectively providing individual braking forces to the common rotating member 9, a first brake control unit 43 for controlling the first brake apparatus main body 41, and a second brake control unit 44 for controlling the second brake apparatus main body 42.
  • the first and second brake apparatus main bodies 41, 42 are similar in construction to the brake apparatus main body 10 ( Fig. 1 ) of the first embodiment.
  • the first and second brake control units 43, 44 are installed on a control panel 12.
  • Fig. 8 is a circuit diagram showing individual brake coils 17 and the first and second brake control units 43, 44 in Fig. 7 .
  • the first and second brake control units 43, 44 are connected to a common power supply 18.
  • the first and second brake control units 43, 44 serve to control electric power supplied from the power supply 18 to the individual brake coils 17, respectively.
  • the construction of each of the first and second brake control units 43, 44 is similar to the brake control unit 11 of the first embodiment ( Fig. 2 ) except for each discharge parallel part 22.
  • a discharge circuit 19 of the first brake control unit 43 is connected in parallel to one of the brake coils 17, and a discharge circuit 19 of the second brake control unit 44 is connected in parallel to the other of the brake coils 17. That is, the discharge circuits 19 of the individual brake control units 43, 44 are separately connected in parallel to the individual brake coils 17, respectively.
  • the discharge parallel part 22 of the first brake control unit 43 has a first resistor 45, and a first voltage regulator diode (overvoltage absorber) 46 that is connected in parallel to the first resistor 45. Also, the discharge parallel part 22 of the second brake control unit 44 has a second resistor 47, and a second voltage regulator diode (overvoltage absorber) 48 that is connected in parallel to the second resistor 47.
  • the individual resistance values of the first and second resistor 45, 47 are equal to each other.
  • the individual clamp voltage values of the first and second voltage regulator diodes 46, 48 are different from each other. That is, predetermined ranges within which voltages are maintained by the first and second voltage regulator diodes 46, 48, respectively, are different from each other.
  • a clamp voltage value V1 of the first voltage regulator diode 46 is set to be lower than a clamp voltage value V2 of the second voltage regulator diode 48.
  • the construction of this second embodiment other than the above is similar to that of the first embodiment.
  • Fig. 9 is a graph showing the changes over time of individual voltages generated in the first and second resistors 45, 47, respectively, after the supply of electric power to the individual brake coils 17 of Fig. 8 is stopped.
  • Fig. 10 is a graph showing the changes over time of respective currents of the individual brake coils 17 after the supply of electric power to the individual brake coils 17 of Fig. 8 is stopped.
  • a surge voltage 49 generated in the first resistor 45 (hereinafter referred to as a "first surge voltage”) is maintained at the clamp voltage value V1 by the first voltage regulator diode 46, and a surge voltage 50 generated in the second resistor 47 (hereinafter referred to as a “second surge voltage”) is maintained at the clamp voltage value V2 by the second voltage regulator diode 48 ( Fig. 9 ).
  • a current 51 of one brake coil 17 (hereinafter referred to as a "first brake current”) flows through the first resistor 45, and a current 52 of the other brake coil 17 (hereinafter referred to as a “second brake current”) flows through the second resistor 47.
  • first brake current a current 51 of one brake coil 17
  • second brake current a current 52 of the other brake coil 17
  • the first and second brake currents 51, 52 are attenuated rapidly ( Fig. 10 ).
  • the first and second surge voltages 49, 50 are reduced in a continuous manner, and the first and second brake currents 51, 52 are also attenuated in a continuous manner.
  • the clamp voltage value V1 is set to be lower than the clamp voltage value V2, a period of time X1 for which the first surge voltage 49 is maintained at the clamp voltage value V1 becomes longer than a period of time X2 for which the second surge voltage 50 is maintained at the clamp voltage value V2.
  • the second brake current 52 is attenuated in a shorter period of time than the first brake current 51 is.
  • the brake member 13 of the second brake apparatus main body 42 is moved away from an electromagnet 15, after which the brake member 13 of the first brake apparatus main body 41 is moved away from another electromagnet 15.
  • the individual brake members 13 are brought into abutment with the rotating member 9 at the brake member abutment time points B, B', respectively, which are different from each other. That is, the individual brake members 13 are placed into abutment with the common rotating member 9 in a time shifted manner.
  • the first and second brake currents 51, 52 are attenuated, whereby the braking force is provided to the car 2.
  • each of the discharge parallel parts 22 of Fig. 8 is composed of a resistor alone
  • the change over time of a surge voltage 53 generated in the resistor (hereinafter referred to as a "comparison surge voltage”) is also shown in Fig. 9 .
  • the change over time of a current 54 of each of the brake coils 17 (hereinafter referred to as a “comparison brake current”) is also shown in Fig. 10 .
  • the resistance value of the resistor in the case of the discharge parallel parts 22 being each composed of only the resistor is set to be the same as the resistance value of each of the first and second resistors 45, 47. Accordingly, in case where the discharge parallel parts 22 are each composed of only the resistor, a voltage impressed on the resistor becomes a voltage value V3 that is higher than the individual clamp voltage values V1, V2 at the electric power supply stopping time point A.
  • the periods of time from the electric power supply stopping time point A until the times when the attenuations of the first and second brake currents 51, 52 are completed become shorter than the period of time from the electric power supply stopping time point A until the time when the attenuation of the comparison brake current 54 is completed. Accordingly, the brake members 13 are placed into abutment with the rotating member 9 at an earlier time when the discharge parallel parts 22 shown in Fig. 8 are used than when the discharge parallel parts each composed of only the resistor is used, whereby a braking force given to the car 2 is generated at an early time.
  • Fig. 11 is a graph showing the change over time of a speed 55 of the car 2 after the supply of electric power to the individual brake coils 17 of Fig. 8 is stopped (hereinafter referred to simply as a "car speed"). As shown in the figure, the car speed 55, after having risen temporarily, lowers in a continuous manner by the braking force being applied to the car 2.
  • Fig. 11 there are also shown, for the purpose of a comparison among the periods of time until the car 2 is stopped, the individual changes over time of a speed 56 of the car 2 when the clamp voltage value V1 of the first voltage regulator diode 46 of Fig. 8 is equal to the clamp voltage value V2 of the second voltage regulator diode 48, and of a speed 57 of the car 2 when the individual discharge parallel parts 22 of Fig. 8 are each composed of only the resistor.
  • the time from the electric power supply stopping time point A until the car 2 is stopped becomes longer in the order of the case where the first and second voltage regulator diodes 46, 48 are both set to the clamp voltage value V2 (speed waveform 56), the case where the first voltage regulator diode 46 is set to the clamp voltage value V1, and the second voltage regulator diode 48 is set to the clamp voltage value V2 (speed waveform 55), and the case where the individual discharge parallel parts 22 are each composed of only the resistor (speed waveform 57).
  • the discharge circuits 19 are connected in parallel to the individual brake coils 17 of the plurality of brake apparatus main bodies 41, 42 respectively, and the discharge parallel parts 22 of the individual discharge circuits 19 have the first and second voltage regulator diodes 46, 48, respectively, of which the clamp voltages are different from each other.
  • the first and second brake apparatus main bodies 41, 42 can be controlled in such a manner that the attenuation speeds of the currents of the brake coils 17 are made to be different from each other.
  • the generation time of the braking force given to the rotating member 9 can be shifted between the first and second brake apparatus main bodies 41, 42, whereby an impact to the car 2 can be suppressed.
  • the resistance values of the first and second resistors 45, 47 are set equal to each other, but the resistance values of the first and second resistors 45, 47 may be set different from each other.
  • a resistance value R1 of a first resistor 45 is set to be larger than a resistance value R2 of a second resistor 47.
  • first and second voltage regulator diodes 46, 48 are set to the same clamp voltage value V.
  • the construction of this embodiment other than the above is similar to that of the second embodiment.
  • Fig. 12 is a graph showing the changes over time of individual voltages generated in the first resistor 45 and the second resistor 47, respectively, after the supply of electric power to the individual brake coils 17 is stopped in a brake apparatus for an elevator according to a third embodiment of the present invention.
  • Fig. 13 is a graph showing the changes over time of individual currents of the individual brake coils 17, respectively, after the supply of electric power to the individual brake coils 17 is stopped in the brake apparatus for an elevator according to the third embodiment of the present invention.
  • a surge voltage 61 (hereinafter referred to as a "first surge voltage") generated in the first resistor 45 and a surge voltage 62 (hereinafter referred to as a "second surge voltage”) generated in the second resistor 47 are maintained at the clamp voltage value V.
  • a current 63 of the one brake coil 17 (hereinafter referred to as a "first brake current”) flows through the first resistor 45, and a current 64 of the other brake coil 17 (hereinafter referred to as a "second brake current”) flows through the second resistor 47.
  • first and second brake currents 63, 64 are attenuated rapidly.
  • the resistance value R1 of the first resistor 45 is set to be larger than the resistance value R2 of the second resistor 47, a period of time Y1 for which the first surge voltage 61 is maintained at the clamp voltage value V becomes longer than a period of time Y2 for which the second surge voltage 62 is maintained at the clamp voltage value V.
  • the first brake current 63 is attenuated in a shorter period of time than the second brake current 64 is. Accordingly, a brake member 13 of a first brake apparatus main body 41 is moved away from an electromagnet 15, after which a brake member 13 of a second brake apparatus main body 42 is moved away from another electromagnet 15.
  • the individual brake members 13 being moved away from the electromagnets 15, respectively, are brought into abutment with the rotating member 9 at brake member abutment time points B, B', respectively, which are different from each other.
  • the operation of this embodiment after this is similar to that of the second embodiment.
  • the individual resistance values R1, R2 of the first and second resistors 45, 47 are different from each other, so the generation time of a braking force given to the rotating member 9 can be shifted between the first and second brake apparatus main bodies 41, 42, whereby an impact to the car 2 can be suppressed.
  • the individual clamp voltage values of the first and second voltage regulator diodes 46, 48 are set equal to each other, but the individual clamp voltage values of the first and second voltage regulator diodes 46, 48 may be made different from each other, as in the second embodiment.
  • Fig. 14 is an essential part circuit diagram showing a brake apparatus for an elevator according to a fourth embodiment of the present invention.
  • a discharge circuit 19 has a plurality of discharge parallel parts 22 and a diode 23 connected in series with one another.
  • the construction of each of the individual discharge parallel parts 22 and the diode 23 is similar to the construction of each of the discharge parallel part 22 and the diode 23 of the first embodiment.
  • the construction of this fourth embodiment other than the above is similar to that of the first embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)
EP06757346A 2006-06-15 2006-06-15 Bremssystem für aufzug Withdrawn EP2028150A4 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2006/311998 WO2007144948A1 (ja) 2006-06-15 2006-06-15 エレベータのブレーキ装置

Publications (2)

Publication Number Publication Date
EP2028150A1 true EP2028150A1 (de) 2009-02-25
EP2028150A4 EP2028150A4 (de) 2013-03-13

Family

ID=38831472

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06757346A Withdrawn EP2028150A4 (de) 2006-06-15 2006-06-15 Bremssystem für aufzug

Country Status (5)

Country Link
EP (1) EP2028150A4 (de)
JP (1) JPWO2007144948A1 (de)
KR (1) KR100996057B1 (de)
CN (1) CN101360676A (de)
WO (1) WO2007144948A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014086669A1 (de) 2012-12-03 2014-06-12 Inventio Ag Ansteuern einer elektromagnetischen aufzugsbremse für eine aufzugsanlage
DE102015204400A1 (de) 2014-12-09 2016-06-09 Thyssenkrupp Ag Ansteuereinrichtung für Bremsen
EP3153443A1 (de) * 2015-10-08 2017-04-12 Kone Corporation Verfahren und anordnung zum steuern einer aufzugsmaschinenbremse

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2303747B1 (de) 2008-06-17 2013-04-10 Otis Elevator Company Sichere steuerung einer bremse unter verwendung von niederleistungssteuerbauelementen
CN101492138B (zh) * 2009-03-12 2011-02-16 石家庄五龙制动器有限公司 电梯制动系统的控制电路及控制方法
CN101596996B (zh) * 2009-07-08 2011-05-18 石家庄五龙制动器有限公司 电梯制动系统的控制电路
JP2012255468A (ja) * 2011-06-08 2012-12-27 Try Tec Corp 電磁ブレーキ装置及びブレーキ用電源回路
JP5919856B2 (ja) * 2012-02-03 2016-05-18 三菱電機株式会社 エレベータ巻上機用制動装置
CN104891377B (zh) * 2015-05-19 2018-09-25 上海德圣米高电梯有限公司 双曳引机制动器的同步控制系统
CN106865371B (zh) * 2017-03-01 2018-09-21 日立楼宇技术（广州）有限公司 电梯制动器及其控制方法
CN109422206A (zh) * 2017-09-04 2019-03-05 株式会社安川电机 电梯制动器的控制装置、控制方法以及电梯系统
CN111994753B (zh) * 2020-09-22 2024-05-31 安徽工业大学 一种电梯安全辅助系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4661883A (en) * 1985-03-08 1987-04-28 Mitsubishi Denki Kabushiki Kaisha Electromagnet apparatus with shortened armature release time
GB2236365A (en) * 1989-09-28 1991-04-03 Mitsubishi Electric Corp Electromagnetic braking device for an elevator
JPH0969434A (ja) * 1995-08-31 1997-03-11 Fuji Electric Co Ltd 直流電磁石装置
JP2001278572A (ja) * 2000-03-29 2001-10-10 Mitsubishi Electric Corp エレベータの非常停止装置
JP2003081543A (ja) * 2001-09-14 2003-03-19 Toshiba Elevator Co Ltd エレベーターのブレーキ制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS567308U (de) * 1979-06-29 1981-01-22
JPH06311727A (ja) * 1993-04-20 1994-11-04 Toshiba Corp 過電圧保護装置及び電力変換装置
JP4313658B2 (ja) * 2003-11-28 2009-08-12 三菱電機株式会社 インバータ回路

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4661883A (en) * 1985-03-08 1987-04-28 Mitsubishi Denki Kabushiki Kaisha Electromagnet apparatus with shortened armature release time
GB2236365A (en) * 1989-09-28 1991-04-03 Mitsubishi Electric Corp Electromagnetic braking device for an elevator
JPH0969434A (ja) * 1995-08-31 1997-03-11 Fuji Electric Co Ltd 直流電磁石装置
JP2001278572A (ja) * 2000-03-29 2001-10-10 Mitsubishi Electric Corp エレベータの非常停止装置
JP2003081543A (ja) * 2001-09-14 2003-03-19 Toshiba Elevator Co Ltd エレベーターのブレーキ制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2007144948A1 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014086669A1 (de) 2012-12-03 2014-06-12 Inventio Ag Ansteuern einer elektromagnetischen aufzugsbremse für eine aufzugsanlage
DE102015204400A1 (de) 2014-12-09 2016-06-09 Thyssenkrupp Ag Ansteuereinrichtung für Bremsen
WO2016091842A1 (de) 2014-12-09 2016-06-16 Thyssenkrupp Elevator Ag Ansteuereinrichtung für bremsen
EP3153443A1 (de) * 2015-10-08 2017-04-12 Kone Corporation Verfahren und anordnung zum steuern einer aufzugsmaschinenbremse

Also Published As

Publication number Publication date
KR20080089587A (ko) 2008-10-07
JPWO2007144948A1 (ja) 2009-10-29
EP2028150A4 (de) 2013-03-13
WO2007144948A1 (ja) 2007-12-21
KR100996057B1 (ko) 2010-11-22
CN101360676A (zh) 2009-02-04

Similar Documents

Publication Publication Date Title
EP2028150A1 (de) Bremssystem für aufzug
CN101903276B (zh) 包括永磁体偏压以作用制动力的电梯制动设备
JP5188699B2 (ja) エレベーター用ブレーキ制御装置
JP4607631B2 (ja) エレベーター用ブレーキ制御装置
US9457987B2 (en) Stop sequencing for braking device
KR102077547B1 (ko) 브레이크 제어기, 엘리베이터 시스템, 및 주파수 변환기로 구동되는 엘리베이터 권양기로 비상 정지를 실행하기 위한 방법
US8205721B2 (en) Arrangement and method for controlling the brake of an elevator using different brake current references with different operation delays
US7740110B2 (en) Elevator brake and brake control circuit
US9688512B2 (en) Elevator brake
US20150329318A1 (en) Actuating an electromagnetic elevator brake for an elevator installation
CN102325712A (zh) 电梯的制动装置
CN113165828B (zh) 用于控制电梯设备的制动器的方法和制动控制器
JP4403614B2 (ja) エレベータの制動装置
JPWO2005092767A1 (ja) アクチュエータの動作検査方法、及びアクチュエータの動作検査装置
CN213505733U (zh) 电梯制动设备及电梯
CN112840519B (zh) 用于监视电机运行的方法和升降机构
JPH09100082A (ja) エレベータのブレーキ装置及びエレベータ装置
US6064162A (en) Circuit for automatic operation of a series brake upon power loss during a regenerative braking period
HU182647B (en) Lifting equipment without reflex
JP5164875B2 (ja) エレベーター用電磁ブレーキ制御装置
JP6817255B2 (ja) エスカレータ
FI124894B (fi) Koneistojarru, koneisto kuljetuslaitteiston liikuttamiseksi sekä hissijärjestelmä
KR20010026032A (ko) 승강기용 전기 자석식 브레이크 제어회로
JPH101266A (ja) 油圧エレベータの制御装置

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: 20080624

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 NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK RS

RBV Designated contracting states (corrected)

Designated state(s): DE

DAX Request for extension of the european patent (deleted)
A4 Supplementary search report drawn up and despatched

Effective date: 20130211

RIC1 Information provided on ipc code assigned before grant

Ipc: B66B 1/32 20060101AFI20130205BHEP

Ipc: H01F 7/18 20060101ALI20130205BHEP

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20130911