EP2028150A1 - Brake system of elevator - Google Patents
Brake system of elevator Download PDFInfo
- 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- Withdrawn
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)
Abstract
Description
- The present invention relates to a brake apparatus for an elevator that serves to apply a braking force to a car.
- In the past, there has been proposed 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. When the supply of electric power to the brake coil is stopped, resonance is generated in a circuit including the brake coil, the capacitor and the resistor, whereby the current of the brake coil is attenuated in a period of time shorter than that in the case where the capacitor is not included in the discharge circuit (see, a first patent document).
- [First Patent Document] Japanese patent application laid-open No.
2003-81543 - However, since 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 according to the present invention 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. -
Fig. 2 is a circuit diagram showing a brake control unit and a brake coil ofFig. 1 . -
Fig. 3 is a graph showing the electric characteristic of a voltage regulator diode ofFig. 2 . -
Fig. 4 is a graph showing the change over time of a voltage generated in a resistor after the supply of electric power to the brake coil ofFig. 2 is stopped. -
Fig. 5 is a graph showing the change over time of a current of the brake coil after the supply of electric power to the brake coil ofFig. 2 is stopped. -
Fig. 6 is a graph showing the change over time of the speed of a car after the supply of electric power to the brake coil ofFig. 2 is stopped. -
Fig. 7 is a schematic construction view showing an elevator equipped with a brake apparatus according to a second embodiment of the present invention. -
Fig. 8 is a circuit diagram showing individual brake coils and a first brake control unit and a second brake control unit ofFig. 7 . -
Fig. 9 is a graph showing the changes over time of individual voltages generated in a first resistor and a second resistor, respectively, after the supply of electric power to the individual brake coils ofFig. 8 is stopped. -
Fig. 10 is a graph showing the changes over time of respective currents of the individual brake coils after the supply of electric power to the individual brake coils ofFig. 8 is stopped. -
Fig. 11 is a graph showing the change over time of the speed of a car after the supply of electric power to the individual brake coils ofFig. 8 is stopped. -
Fig. 12 is a graph showing the changes over time of individual voltages generated in a first resistor and a second resistor, respectively, after the supply of electric power to individual brake coils 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 respective currents of the individual brake coils after the supply of electric power to the individual brake coils is stopped in the brake apparatus for an elevator according to the third embodiment of the present invention. -
Fig. 14 is an essential part circuit diagram showing a brake apparatus for an elevator according to a fourth embodiment of the present invention. - Hereinafter, preferred embodiments of the present invention will be described while referring to the accompanying drawings.
-
Fig. 1 is a schematic construction view showing an elevator equipped with a brake apparatus according to a first embodiment of the present invention. In this figure, acar 2 and acounterweight 3 are arranged in ahoistway 1 so as to be movable up and down. A winch (drive unit) 4 for driving thecar 2 and thecounterweight 3 to move up and down is arranged at an upper portion of thehoistway 1. Thewinch 4 has a winchmain body 5 including a motor, and adrive sheave 6 that is driven to rotate by means of the winchmain body 5. A plurality ofmain ropes 7, which serve to hang thecar 2 and thecounterweight 3, are wrapped around thedrive sheave 6. Thecar 2 and thecounterweight 3 are driven to move up and down in thehoistway 1 by the rotation of thedrive sheave 6. - The rotation of the
drive sheave 6 is braked by abrake apparatus 8. Thebrake apparatus 8 has a rotatingmember 9 that is rotated together with thedrive sheave 6, a brake apparatusmain body 10 that is installed on the winchmain body 5 for providing a braking force to the rotatingmember 9, and abrake control unit 11 that serves to control the operation of the brake apparatusmain body 10. Thebrake control unit 11 is installed on acontrol panel 12 of the elevator arranged in thehoistway 1. - The brake apparatus
main body 10 has abrake member 13 that can be moved into or out of contact with the rotatingmember 9, a biasingspring 14 that serves to bias or urge thebrake member 13 in a direction to contact the rotatingmember 9, and anelectromagnet 15 that serves to displace thebrake member 13 in a direction away from the rotatingmember 9 against the biasing force of the biasingspring 14. - The
electromagnet 15 has a magnet main body (iron core) 16, and abrake coil 17 that is built into the magnetmain body 16. Theelectromagnet 15 generates an electromagnetic attraction force by supplying electric power to thebrake coil 17. - When the supply of electric power to the
brake coil 17 is stopped, thebrake member 13 is caused to displace in a direction to contact the rotatingmember 9 by means of the biasing force ofenergization spring 13. Due to the contact of thebrake member 13 with the rotatingmember 9, a braking force is given to thecar 2 and thecounterweight 3. In addition, when electric power is supplied to thebrake coil 17, thebrake member 13 is caused to displace in a direction away from the rotatingmember 9 by means of the electromagnetic attraction force generated by theelectromagnet 15. The braking force given to thecar 2 and thecounterweight 3 is released due to the movement of thebrake member 13 away from the rotatingmember 9. -
Fig. 2 is a circuit diagram showing thebrake control unit 11 and thebrake coil 17 inFig. 1 . In this figure, thebrake control unit 11 serves to control electric power supplied from apower supply 18 to thebrake coil 17. In addition, thebrake control unit 11 includes: adischarge circuit 19 that is connected in parallel to thebrake coil 17 for attenuating the current of thebrake coil 17 when the supply of electric power to thebrake coil 17 is stopped; afirst contact 20 that serves to open and close electrical connection between thebrake coil 17 and a positive terminal of thepower supply 18, and between thedischarge circuit 19 and the positive terminal of thepower supply 18, respectively; and asecond contact 21 that serves to open and close electrical connection between thebrake coil 17 and a negative terminal of thepower supply 18, and between thedischarge circuit 19 and the negative terminal of thepower supply 18, respectively. - The
discharge circuit 19 includes a dischargeparallel part 22, and adiode 23 that is connected in series to the dischargeparallel part 22 for permitting an electric current to pass in a predetermined direction. The dischargeparallel part 22 includes aresistor 24, and a voltage regulator diode (overvoltage absorber) 25 that is connected in parallel to theresistor 24 for maintaining a voltage impressed on theresistor 24 within a predetermined range. - Here,
Fig. 3 is a graph showing the electric characteristic of thevoltage regulator diode 25 ofFig. 2 . As shown in this figure, in case where a reverse voltage is impressed on thevoltage regulator diode 25, the amount of the current flowing through thevoltage 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, thevoltage 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. In addition, thevoltage 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 thevoltage regulator diode 25 is set to be an upper limit value that can be allowed for the circuit protection of thebrake apparatus 8. - Specifically, when the reverse voltage impressed on the
resistor 24 and thevoltage regulator diode 25, respectively, is about to exceed the clamp voltage value, current flows through thevoltage regulator diode 25. As a result, the voltage impressed on theresistor 24 is maintained within the predetermined range equal to or less than the clamp voltage value. That is, thevoltage regulator diode 25 serves to prevent the reverse voltage impressed on theresistor 24 and thevoltage regulator diode 25 from exceeding the clamp voltage value. - When the
car 2 and thecounterweight 3 are driven to move, the first andsecond contacts brake coil 17. In addition, when thecar 2 and thecounterweight 3 are held stopped or are emergency stopped, the first andsecond contacts brake coil 17. - Now, the operation of this embodiment will be described below. When the
car 2 and thecounterweight 3 are to be driven to move, electric power is supplied from thepower supply 18 to thebrake coil 17 by means of thebrake control unit 11. At this time, thebrake member 13 is out of contact with the rotatingmember 9, so the braking force given to thecar 2 and thecounterweight 3 is released. - When the
car 2 is emergency stopped for example, the supply of electric power from thepower supply 18 to thebrake coil 17 is stopped by thebrake control unit 11. At this time, a surge voltage is generated in theresistor 24, and the current of thebrake coil 17 flows into thedischarge circuit 19. -
Fig. 4 is a graph showing the change over time of the voltage generated in theresistor 24 after the supply of electric power to thebrake coil 17 ofFig. 2 is stopped.
Fig. 5 is a graph showing the change over time of the current of thebrake coil 17 after the supply of electric power to thebrake coil 17 ofFig. 2 is stopped. - As shown in these figures, a
surge voltage 31 generated in theresistor 24 is maintained at the predetermined clamp voltage value by thevoltage regulator diode 25 until a period of time X elapses from the time when the supply of electric power to thebrake coil 17 is stopped (at an electric power supply stopping time point A). That is, when thesurge voltage 31 is about to exceed the clamp voltage value, the current flowing through thevoltage regulator diode 25 is adjusted in an automatic manner, whereby thesurge voltage 31 is maintained to the predetermined clamp voltage value (Fig. 4 ). As a result, damage to the first andsecond contacts power supply 18, etc., can be prevented. At this time, a large amount of current flows into theresistor 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 ). - After this, the
surge voltage 31 decreases continuously from the clamp voltage value, and the brake current 32 flows through theresistor 24, so it is also attenuated in a continuous manner. As a result, the electromagnetic attraction force of theelectromagnet 15 is reduced. Thereafter, when the electromagnetic attraction force of theelectromagnet 15 decreases below the biasing force of the biasingspring 14, thebrake member 13 is caused to move away from theelectromagnet 15 so that it is displaced toward the rotatingmember 9. Subsequently, at a brake member abutment time point B (Fig. 5 ), thebrake member 13 is placed into abutment with the rotatingmember 9. - Thereafter, the brake current 32 is further attenuated, and the pushing force of the
brake member 13 to the rotatingmember 9 becomes larger. As a consequence, a braking force is given to the rotatingmember 9, so that the braking force is applied to thecar 2 and thecounterweight 3. - In this regard, note that in case where the discharge
parallel part 22 ofFig. 2 is composed of a resistor alone, the change over time of asurge voltage 33 generated in the resistor (hereinafter referred to as a "comparison surge voltage") is shown inFig. 4 . In addition, in case where the dischargeparallel part 22 ofFig. 2 is composed of the resistor alone, the change over time of a current 34 of the brake coil 17 (hereinafter referred to as a "comparison brake current") is also shown inFig. 5 . - In the case of the discharge
parallel part 22 being composed of only the resistor, in order to prevent the generation of an excessively large surge voltage, the resistance value of the resistor is set to be lower than the resistance value of theresistor 24 in case where theresistor 24 is connected in parallel to thevoltage 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 thecomparison surge voltage 33 is completed. In addition, 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, thebrake member 13 is placed into abutment with the rotatingmember 9 at an earlier time when the dischargeparallel part 22 shown inFig. 2 is used than when the discharge parallel part composed of only the resistor is used, whereby the braking force given to thecar 2 is generated at an early time. - Also,
Fig. 6 is a graph showing the change over time of aspeed 35 of thecar 2 after the supply of electric power to thebrake coil 17 ofFig. 2 is stopped (hereinafter referred to simply as a "car speed").
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 thecar speed 35 rises temporarily. After this, a braking force is applied to thecar 2 by the operation of the brake apparatusmain body 10. As a result, thecar speed 35 is decreased in a continuous manner, whereby thecar 2 is stopped. - In
Fig. 6 , there is also shown, for the purpose of a comparison between the periods of time until thecar 2 is stopped, the change over time of aspeed 36 of thecar 2 in case where the dischargeparallel part 22 ofFig. 2 is composed of only the resistor (hereinafter referred to as a "comparison car speed"). As shown in this figure, it is found that thecar speed 35 is changed to deceleration at an earlier point in time than thecomparison car speed 36 is. Accordingly, the period of time from the electric power supply stopping time point A until thecar 2 is stopped becomes shorter when the dischargeparallel part 22 shown inFig. 2 is used than when the discharge parallel part composed of only the resistor is used. - In such a brake apparatus for an elevator, the
discharge circuit 19 connected in parallel to thebrake coil 17 has the dischargeparallel part 22, and the dischargeparallel part 22 has theresistor 24 and thevoltage regulator diode 25 connected to each other. With this arrangement, the surge voltage generated in theresistor 24 when the supply of electric power to thebrake coil 17 is stopped can be maintained within the predetermined range by means of thevoltage regulator diode 25. Accordingly, the resistance value of theresistor 24 can be set larger, and hence the current of thebrake coil 17 can be attenuated in a shorter time. As a result, thebrake member 13 can be displaced at an early time. Thus, it is possible to shorten the period of time from the time when the supply of electric power to thebrake coil 17 is stopped until the time when a braking force is applied to thecar 2. -
Fig. 7 is a schematic construction view showing an elevator equipped with a brake apparatus according to a second embodiment of the present invention. In this figure, abrake apparatus 8 includes a rotatingmember 9 that is driven to rotate together with adrive sheave 6, a first and a second brake apparatusmain body 41, 42 (i.e., a plurality of brake apparatus main bodies) that are respectively installed on a winchmain body 5 for respectively providing individual braking forces to the common rotatingmember 9, a firstbrake control unit 43 for controlling the first brake apparatusmain body 41, and a secondbrake control unit 44 for controlling the second brake apparatusmain body 42. The first and second brake apparatusmain bodies Fig. 1 ) of the first embodiment. In addition, the first and secondbrake control units control panel 12. -
Fig. 8 is a circuit diagram showing individual brake coils 17 and the first and secondbrake control units Fig. 7 . In this figure, the first and secondbrake control units common power supply 18. The first and secondbrake control units power supply 18 to the individual brake coils 17, respectively. The construction of each of the first and secondbrake control units brake control unit 11 of the first embodiment (Fig. 2 ) except for each dischargeparallel part 22. - A
discharge circuit 19 of the firstbrake control unit 43 is connected in parallel to one of the brake coils 17, and adischarge circuit 19 of the secondbrake control unit 44 is connected in parallel to the other of the brake coils 17. That is, thedischarge circuits 19 of the individualbrake control units - The discharge
parallel part 22 of the firstbrake control unit 43 has afirst resistor 45, and a first voltage regulator diode (overvoltage absorber) 46 that is connected in parallel to thefirst resistor 45. Also, the dischargeparallel part 22 of the secondbrake control unit 44 has asecond resistor 47, and a second voltage regulator diode (overvoltage absorber) 48 that is connected in parallel to thesecond resistor 47. - The individual resistance values of the first and
second resistor voltage regulator diodes voltage regulator diodes voltage regulator diode 46 is set to be lower than a clamp voltage value V2 of the secondvoltage regulator diode 48. The construction of this second embodiment other than the above is similar to that of the first embodiment. - Now, the operation of this embodiment will be described below. When the
car 2 and thecounterweight 3 are to be driven to move, electric power is supplied from thepower supply 18 to the individual brake coils 17 separately by means of the first and secondbrake control units brake members 13 are out of contact with the rotatingmember 9, so the braking force given to thecar 2 and thecounterweight 3 is released. - When the
car 2 is urgently stopped for example, the supply of power from thepower supply 18 to the individual brake coils 17 is stopped at the same time by the operations of the first andsecond contacts brake control units 11. At this time, surge voltages are generated in the first andsecond resistors individual discharge circuits 19, respectively. -
Fig. 9 is a graph showing the changes over time of individual voltages generated in the first andsecond resistors 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 ofFig. 8 is stopped. - When the supply of electric power to the individual brake coils 17 is simultaneously stopped at the electric power supply stopping time point A, as shown in these figures, 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 firstvoltage regulator diode 46, and asurge 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 ). At this time, a current 51 of one brake coil 17 (hereinafter referred to as a "first brake current") flows through thefirst resistor 45, and a current 52 of the other brake coil 17 (hereinafter referred to as a "second brake current") flows through thesecond resistor 47. As a result, the first andsecond brake currents Fig. 10 ). After this, the first andsecond surge voltages second brake currents - Since 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 thesecond surge voltage 50 is maintained at the clamp voltage value V2. As a result, the second brake current 52 is attenuated in a shorter period of time than the first brake current 51 is. - Accordingly, the
brake member 13 of the second brake apparatusmain body 42 is moved away from anelectromagnet 15, after which thebrake member 13 of the first brake apparatusmain body 41 is moved away from anotherelectromagnet 15. After this, theindividual brake members 13 are brought into abutment with the rotatingmember 9 at the brake member abutment time points B, B', respectively, which are different from each other. That is, theindividual brake members 13 are placed into abutment with the common rotatingmember 9 in a time shifted manner. Thereafter, the first andsecond brake currents car 2. - In this regard, note that in case where each of the discharge
parallel parts 22 ofFig. 8 is composed of a resistor alone, the change over time of asurge voltage 53 generated in the resistor (hereinafter referred to as a "comparison surge voltage") is also shown inFig. 9 . In addition, in case where each of the dischargeparallel parts 22 ofFig. 2 is composed of the resistor alone, 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 inFig. 10 . The resistance value of the resistor in the case of the dischargeparallel parts 22 being each composed of only the resistor is set to be the same as the resistance value of each of the first andsecond resistors 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. - As shown in these figures, 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 brake members 13 are placed into abutment with the rotatingmember 9 at an earlier time when the dischargeparallel parts 22 shown inFig. 8 are used than when the discharge parallel parts each composed of only the resistor is used, whereby a braking force given to thecar 2 is generated at an early time. - Also,
Fig. 11 is a graph showing the change over time of aspeed 55 of thecar 2 after the supply of electric power to the individual brake coils 17 ofFig. 8 is stopped (hereinafter referred to simply as a "car speed"). As shown in the figure, thecar speed 55, after having risen temporarily, lowers in a continuous manner by the braking force being applied to thecar 2. - In
Fig. 11 , there are also shown, for the purpose of a comparison among the periods of time until thecar 2 is stopped, the individual changes over time of aspeed 56 of thecar 2 when the clamp voltage value V1 of the firstvoltage regulator diode 46 ofFig. 8 is equal to the clamp voltage value V2 of the secondvoltage regulator diode 48, and of aspeed 57 of thecar 2 when the individual dischargeparallel parts 22 ofFig. 8 are each composed of only the resistor. - As shown in this figure, 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 secondvoltage regulator diodes voltage regulator diode 46 is set to the clamp voltage value V1, and the secondvoltage regulator diode 48 is set to the clamp voltage value V2 (speed waveform 55), and the case where the individual dischargeparallel parts 22 are each composed of only the resistor (speed waveform 57). - In such a brake apparatus for an elevator, the
discharge circuits 19 are connected in parallel to the individual brake coils 17 of the plurality of brake apparatusmain bodies parallel parts 22 of theindividual discharge circuits 19 have the first and secondvoltage regulator diodes main bodies member 9 can be shifted between the first and second brake apparatusmain bodies car 2 can be suppressed. - In the second embodiment, the resistance values of the first and
second resistors second resistors - In this example, a resistance value R1 of a
first resistor 45 is set to be larger than a resistance value R2 of asecond resistor 47. In addition, first and secondvoltage regulator diodes -
Fig. 12 is a graph showing the changes over time of individual voltages generated in thefirst resistor 45 and thesecond 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. In addition,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. - When the supply of electric power to the individual brake coils 17 is simultaneously stopped at an electric power supply stopping time point A, as shown in these figures, 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 thesecond resistor 47 are maintained at the clamp voltage value V. At this time, a current 63 of the one brake coil 17 (hereinafter referred to as a "first brake current") flows through thefirst resistor 45, and a current 64 of the other brake coil 17 (hereinafter referred to as a "second brake current") flows through thesecond resistor 47. As a result, the first andsecond brake currents - Since the resistance value R1 of the
first resistor 45 is set to be larger than the resistance value R2 of thesecond resistor 47, a period of time Y1 for which thefirst surge voltage 61 is maintained at the clamp voltage value V becomes longer than a period of time Y2 for which thesecond surge voltage 62 is maintained at the clamp voltage value V. As a result, the first brake current 63 is attenuated in a shorter period of time than the second brake current 64 is. Accordingly, abrake member 13 of a first brake apparatusmain body 41 is moved away from anelectromagnet 15, after which abrake member 13 of a second brake apparatusmain body 42 is moved away from anotherelectromagnet 15. Theindividual brake members 13 being moved away from theelectromagnets 15, respectively, are brought into abutment with the rotatingmember 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. - In such a brake apparatus for an elevator, the individual resistance values R1, R2 of the first and
second resistors member 9 can be shifted between the first and second brake apparatusmain bodies car 2 can be suppressed. - In the above example, the individual clamp voltage values of the first and second
voltage regulator diodes voltage regulator diodes -
Fig. 14 is an essential part circuit diagram showing a brake apparatus for an elevator according to a fourth embodiment of the present invention. In this figure, adischarge circuit 19 has a plurality of dischargeparallel parts 22 and adiode 23 connected in series with one another. The construction of each of the individual dischargeparallel parts 22 and thediode 23 is similar to the construction of each of the dischargeparallel part 22 and thediode 23 of the first embodiment. The construction of this fourth embodiment other than the above is similar to that of the first embodiment. - That is, in case where there is only one discharge
parallel part 22, there will be the following problems. When thevoltage regulator diode 25 becomes an open circuit failure for example, a high voltage is impressed on circuitry, whereas when thevoltage regulator diode 25 becomes a short circuit failure, the attenuation of the current of thebrake coil 17 is slowed. However, it is possible to prevent the occurrence of such problems by the use of the plurality of dischargeparallel parts 22.
Claims (4)
- A brake apparatus for an elevator characterized by comprising: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; anda 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.
- The brake apparatus for an elevator as set forth in claim 1, characterized by further comprising:a plurality of the brake apparatus main bodies; anda plurality of the discharge circuits that are separately connected in parallel to the individual brake coils of the brake apparatus main bodies, respectively;wherein the predetermined ranges within which voltages are maintained by means of the individual overvoltage absorbers, respectively, are different from each other.
- The brake apparatus for elevator as set forth in claim 1, characterized by further comprising:a plurality of the brake apparatus main bodies; anda plurality of the discharge circuits that are separately connected in parallel to the individual brake coils of the brake apparatus main bodies, respectively;wherein the resistance values of the individual resistors are different from one another.
- The brake apparatus for an elevator as set forth in claim 1, characterized in that the discharge circuit has a plurality of the discharge parallel parts connected in series to one another.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2006/311998 WO2007144948A1 (en) | 2006-06-15 | 2006-06-15 | Brake system of elevator |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2028150A1 true EP2028150A1 (en) | 2009-02-25 |
EP2028150A4 EP2028150A4 (en) | 2013-03-13 |
Family
ID=38831472
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06757346A Withdrawn EP2028150A4 (en) | 2006-06-15 | 2006-06-15 | Brake system of elevator |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP2028150A4 (en) |
JP (1) | JPWO2007144948A1 (en) |
KR (1) | KR100996057B1 (en) |
CN (1) | CN101360676A (en) |
WO (1) | WO2007144948A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014086669A1 (en) | 2012-12-03 | 2014-06-12 | Inventio Ag | Actuating an electromagnetic lift brake for a lift system |
DE102015204400A1 (en) | 2014-12-09 | 2016-06-09 | Thyssenkrupp Ag | Control device for brakes |
EP3153443A1 (en) * | 2015-10-08 | 2017-04-12 | Kone Corporation | A method and an arrangement for controlling an elevator machinery brake |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8585158B2 (en) | 2008-06-17 | 2013-11-19 | Otis Elevator Company | Safe control of a brake using low power control devices |
CN101492138B (en) * | 2009-03-12 | 2011-02-16 | 石家庄五龙制动器有限公司 | Control circuit and control method of elevator braking system |
CN101596996B (en) * | 2009-07-08 | 2011-05-18 | 石家庄五龙制动器有限公司 | Control circuit of elevator control system |
JP2012255468A (en) * | 2011-06-08 | 2012-12-27 | Try Tec Corp | Electromagnetic brake device and power supply circuit for brake |
JP5919856B2 (en) * | 2012-02-03 | 2016-05-18 | 三菱電機株式会社 | Braking device for elevator hoisting machine |
CN104891377B (en) * | 2015-05-19 | 2018-09-25 | 上海德圣米高电梯有限公司 | The synchronous control system of double traction machine brakes |
CN106865371B (en) * | 2017-03-01 | 2018-09-21 | 日立楼宇技术(广州)有限公司 | Elevator brake and its control method |
CN109422206A (en) * | 2017-09-04 | 2019-03-05 | 株式会社安川电机 | Control device, control method and the elevator device of elevator brake |
CN111994753B (en) * | 2020-09-22 | 2024-05-31 | 安徽工业大学 | Elevator safety auxiliary system |
Citations (5)
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 (en) * | 1995-08-31 | 1997-03-11 | Fuji Electric Co Ltd | Dc electromagnet device |
JP2001278572A (en) * | 2000-03-29 | 2001-10-10 | Mitsubishi Electric Corp | Emergency stop device for elevator |
JP2003081543A (en) * | 2001-09-14 | 2003-03-19 | Toshiba Elevator Co Ltd | Brake control device for elevator |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS567308U (en) * | 1979-06-29 | 1981-01-22 | ||
JPH06311727A (en) * | 1993-04-20 | 1994-11-04 | Toshiba Corp | Overvoltage protective device and power conversion device |
JP4313658B2 (en) * | 2003-11-28 | 2009-08-12 | 三菱電機株式会社 | Inverter circuit |
-
2006
- 2006-06-15 CN CNA2006800514494A patent/CN101360676A/en active Pending
- 2006-06-15 JP JP2007521732A patent/JPWO2007144948A1/en active Pending
- 2006-06-15 EP EP06757346A patent/EP2028150A4/en not_active Withdrawn
- 2006-06-15 WO PCT/JP2006/311998 patent/WO2007144948A1/en active Application Filing
- 2006-06-15 KR KR1020087016593A patent/KR100996057B1/en not_active IP Right Cessation
Patent Citations (5)
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 (en) * | 1995-08-31 | 1997-03-11 | Fuji Electric Co Ltd | Dc electromagnet device |
JP2001278572A (en) * | 2000-03-29 | 2001-10-10 | Mitsubishi Electric Corp | Emergency stop device for elevator |
JP2003081543A (en) * | 2001-09-14 | 2003-03-19 | Toshiba Elevator Co Ltd | Brake control device for elevator |
Non-Patent Citations (1)
Title |
---|
See also references of WO2007144948A1 * |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2014086669A1 (en) | 2012-12-03 | 2014-06-12 | Inventio Ag | Actuating an electromagnetic lift brake for a lift system |
DE102015204400A1 (en) | 2014-12-09 | 2016-06-09 | Thyssenkrupp Ag | Control device for brakes |
WO2016091842A1 (en) | 2014-12-09 | 2016-06-16 | Thyssenkrupp Elevator Ag | Control system for brakes |
EP3153443A1 (en) * | 2015-10-08 | 2017-04-12 | Kone Corporation | A method and an arrangement for controlling an elevator machinery brake |
Also Published As
Publication number | Publication date |
---|---|
WO2007144948A1 (en) | 2007-12-21 |
KR20080089587A (en) | 2008-10-07 |
CN101360676A (en) | 2009-02-04 |
JPWO2007144948A1 (en) | 2009-10-29 |
EP2028150A4 (en) | 2013-03-13 |
KR100996057B1 (en) | 2010-11-22 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2028150A1 (en) | Brake system of elevator | |
CN101903276B (en) | Elevator brake device including permanent magnet bias to apply a braking force | |
JP5188699B2 (en) | Brake control device for elevator | |
JP4607631B2 (en) | Brake control device for elevator | |
US9457987B2 (en) | Stop sequencing for braking device | |
KR102077547B1 (en) | Brake controller, elevator system and a method for performing an emergency stop with an elevator hoisting machine driven with a frequency converter | |
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 (en) | Brake device for elevator | |
CN113165828B (en) | Method for controlling a brake of an elevator installation and brake control | |
JP4403614B2 (en) | Elevator braking device | |
JP6402568B2 (en) | Escalator | |
JPWO2005092767A1 (en) | Actuator operation inspection method and actuator operation inspection apparatus | |
CN213505733U (en) | Elevator braking equipment and elevator | |
CN112840519B (en) | Method and lifting mechanism for monitoring motor operation | |
JPH09100082A (en) | Braking device for elevator, and elevator device | |
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 (en) | Electromagnetic brake control device for elevator | |
JP6817255B2 (en) | Escalator | |
FI124894B (en) | Machine brake, machinery for operation of a transport device and lift system | |
KR20010026032A (en) | Electromagnatic Break Control Circuit for Elevator |
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 |