EP2043935B1 - Détecteur de position d'un cabine d'ascenseur - Google Patents

Détecteur de position d'un cabine d'ascenseur Download PDF

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Publication number
EP2043935B1
EP2043935B1 EP06762837.0A EP06762837A EP2043935B1 EP 2043935 B1 EP2043935 B1 EP 2043935B1 EP 06762837 A EP06762837 A EP 06762837A EP 2043935 B1 EP2043935 B1 EP 2043935B1
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EP
European Patent Office
Prior art keywords
lift
detector
wheels
wheel
lift according
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EP06762837.0A
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German (de)
English (en)
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EP2043935A1 (fr
Inventor
Wolfgang Adldinger
Markus Erndl
Jürgen KARNER
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Wittur Holding GmbH
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Wittur Holding GmbH
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Publication of EP2043935A1 publication Critical patent/EP2043935A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/3492—Position or motion detectors or driving means for the detector
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B66B19/007—Mining-hoist operation method for modernisation of elevators

Definitions

  • the invention relates to a detector device for path, speed and / or acceleration variables of a car or an elevator car (hereinafter flat rate: elevator car) according to the preamble of claim 1.
  • Lifts are equipped with braking or trapping devices or combined braking devices. These serve the elevator car in the case of an impermissibly high speed (so-called overspeed), as z. B. in case of control errors, failure of the drive or its brake or in the case of a rope break, brake by means of acting on the rails friction body or bring to a standstill within the limits allowed.
  • braking devices are generally understood as meaning devices which prevent an overspeed of the elevator car in the upward direction in that the elevator car is braked so far relative to the rails that it comes to a standstill or that the counterweight is properly intercepted by the buffers at the end of the journey can be - whereby the unscheduled drive of the car is terminated.
  • Such devices are usually referred to as such devices that prevent overspeeding in the downward direction and thereby, once triggered, catch the elevator car, so set within a short distance on the rails.
  • Such brake, catch and Bidirectional brake interceptors are hereinafter referred to simply as "braking devices" for the sake of simplicity.
  • elevators are i. d. R. equipped with an independent of the braking device in the above sense, drive-side brake. This always picks up when the drive is de-energized - this is commonly referred to as a safety circuit.
  • the activation of the braking device takes place in known devices of a fixed in the shaft or engine room speed limiter, the i.d.R. measures a distance or speed variable of the elevator car and, if necessary, meets the necessary requirements. This is set in rotation during a movement of the elevator car.
  • a self-contained limiter rope is provided, which is deflected on the one hand at the speed limiter (usually at the highest point in the shaft) and on the other hand at a tension roller (usually at the lowest point in the shaft).
  • the governor rope is connected at one point to the braking or catching device of the elevator car, so that it is entrained during a movement of the elevator car. If the speed is too high, the overspeed governor blocks the governor rope, causing the arrestor to trip, causing the elevator car to stall.
  • Such a structure has the advantage that it works purely mechanically and therefore can not be affected by power failures. He has several disadvantages. On the one hand, it is prone to failure, precisely because it works purely mechanically and is also subject to a noticeable wear, at least in long-term operation. For this reason, the release speed, due to the sluggish masses of such a structure, significantly depends on the acceleration - when high accelerations occurs, it is already triggered when the elevator car has reached a much lower speed, in other situations, only if the elevator car has already reached a much higher speed. If the structure is very dirty, it will u. U. only too late (ie only at very much excessive speed) triggered. Another disadvantage is the relatively high construction costs. Apart from the actual braking device a circumferential over the entire shaft rope is necessary, the top and bottom must be guided and also must be tense.
  • a further disadvantage is that this mechanical solution initially only reacts when exceeding a single predetermined speed, and it is therefore not possible without special measures to specify different maximum permissible speeds of the elevator car for different sections of the shaft. This is often not enough with today's high-speed elevators. Because such lifts go at speeds of z. B. 10 m / s. They must therefore be braked in good time before reaching the last floor (top and bottom). If the elevator car is on the first floor in downward travel, a speed of only 5 m / s is already too high and should therefore trigger emergency braking.
  • an elevator concept in which the emergency brake device is activated by a detector device which measures the speed of the elevator car in the shaft electromagnetically.
  • a magnetic strip is attached to the shaft wall along the entire shaft (which consists, for example, of a continuous sequence of "north" and "south” poles).
  • a corresponding magnetically influenced sensor for. B. in the form of a reed contact or the like, which is acted upon by the magnetic strip with pulses.
  • the aim of the invention is to avoid these disadvantages and to propose a detector device of the type mentioned in the elevator operation with high accuracy can contribute to the control or regulation of the elevator car, but is also suitable, possibly a possible overspeed of the elevator car reliable capture.
  • a detector device is obtained in a very simple manner, which is distinguished by its particular reliability (redundancy) and at the same time is very easy to install, in particular also in the course of the modernization of proposed elevator systems. This is because the detector device as such manages with the existing components, ie as such does not force the additional replacement of components.
  • the proposed measures moreover, ensure that the detector device can also be used on request to detect any overspeed of the elevator car (cable break or runaway of the drive and the like) and then to actuate an emergency brake device. Because the arrangement of two wheels, each coupled alone or rotationally coupled with a further wheel drive a detector and abut one, preferably a single guide rail, just leads to the advantage that redundancy is given by the speeds of the two wheels compared can be.
  • the means to be provided according to claim 2 allow even more sensitive monitoring of the proper functioning of the wheels and their detectors.
  • the detector signals are stored regularly for each wheel, so that there is a more or less closely supported curve for each wheel. Namely, a curve that shows the course of the relevant detector signal over the previous operating life of the system or a temporal part thereof for the very specific system.
  • This curve allows for both reliable trend statements, such as "increasing wear of the wheels and thereby decreasing outer diameter" or “increasing contamination of the wheels / bearings”, as well as reliable detection of sudden events such as "wheels are not reliable due to excessive lubrication of the rails after service Friction more ".
  • the curve also allows a sound assessment of any detected "outliers" in the detector signals.
  • the advantageous means provided by claim 3 ensure that the elevator operation in the event of a malfunction, which is not an overspeed, can be properly terminated without the elevator car stops uncontrolled.
  • the proposed by claim 5 advantageous arrangement of the wheels relative to each other and relative to the guide rail increases the operational and detection reliability. Because unlike two wheels, which engage two different rails (or at widely spaced locations on the same rail), is excluded in such an arrangement that it in any form by vibration, tolerance, elasticity, vibration or torsional movements of the elevator car transverse to the direction of travel may happen that temporarily all wheels are impaired in their frictional engagement with the guide rail.
  • the measure proposed by claim 6 is advantageous especially for a redundant system of two wheels. This is because it also makes it easy and reliable to determine that a wheel system has failed and redundancy has been lost. Also, the error is clearly visible immediately.
  • the proposed by claim 7 dimensioning of the wheels ensures a reliable frictional contact between the wheel and guide rail.
  • the elevator cars are guided against their guide rails.
  • the wheels can inevitably penetrate on the guide rails existing lubricant layer when using a sliding guide, if they are only narrow enough - and without that of course to be selected corresponding bias, with which to press the wheels against the rail are impractical to take high values.
  • the rolling circumference of the wheels may take on a knife-shaped configuration, wherein the wheel width at the rolling circumference may preferably be reduced to 1.5 to 4 mm and increases towards the wheel hub.
  • the means provided by claim 10 for controlling or calibrating the elevator cage position determination make it possible to use the detector signals, which are already accurate from home, over a long period of time for the precise determination of the elevator cage position.
  • the elevator car position is determined autonomously with the aid of the elevator electronics with the aid of the detector signals. However, as soon as it is moved past the (preferably single) reference position in the shaft, the elevator electronics receives a reference signal. This reference signal corresponds to a precisely predetermined position of the elevator car in the shaft. It is compared with the associated instantaneous value, which was determined using the detector signal. As soon as an impermissibly large deviation results, it is automatically calibrated, preferably during the next stop of the elevator car. Then the position determination is again kabinenautonom. In this way, the elevator car position can be permanently determined with high precision. And without, that cumbersome over the entire shaft away from the elevator car lockable reference marks would have to be set.
  • the shaft connecting two wheels held in different rockers can activate the brake device with appropriate control of the actuator via the pipe. So this is a kind of power assistance that gets the energy out of the roles.
  • the actuating member may be formed by a solenoid, which in the case of triggering the braking device, d. H. at too high speed of the elevator car, is de-energized, so that the spring moves the friction wheel in a position in which it is in contact with the rotatably connected to the shaft friction wheel. Due to the eccentric mounting of a friction wheel it comes to jamming of the two friction wheels, whereby the U-profile is coupled to the shaft and is taken away by this.
  • the Fig. 1 first shows the basic structure of the system that corresponds to the embodiments.
  • Cabin-mounted is at least one, here referred to as speed detection detection device from the wheels 9 and the executed here in the form of encoders detectors 11, together with associated brackets.
  • Well-built ie in the shaft or a dedicated engine room) is here in Fig.
  • elevator control general elevator electronics The latter is supplied, preferably via the emergency brake electronics 13, by hanging cable or wirelessly with the signals generated by the speed detection. In another embodiment, it may also be directly associated with the speed detection, bypassing the emergency brake electronics 13.
  • About the elevator electronics can be controlled remotely certain functions of the emergency brake electronics. These include in particular the activation and deactivation of the braking device. In this way, the elevator car can block targeted and also set in motion again (when using a self-weight or lifting the elevator car again releasable and then electromechanically permanently brought into a ventilated position braking device). This is z. B. in connection with the guarantee of shelters relevant and will be explained later.
  • the system is characterized by a variety of measures that cause redundancy or increase the reliability - both in terms of safe activation in case of failure, as well as with regard to a safe non-activation in trouble-free normal operation or in terms of a reliable position, speed and / or acceleration measurement in normal operation. These measures are important in order to make the system also suitable as a substitute for the previous, purely or largely mechanically working emergency brakes.
  • FIGS. 2 and 3 a first and the Fig. 4 and 5 a second embodiment of the speed detection unit.
  • FIGS. 2 and 3 are in this first embodiment on both side surfaces of the rail head 8 - preferably provided with a friction, not shown, friction or tires - wheels 9 at.
  • a not shown here concerns the wheels such that only one wheel rests against the side surface of the rail head and the other at the narrow, offset by 90 degrees end face is conceivable, but is due to waiver of the corresponding advantages in the background.
  • These wheels 9 are independent of the guide rollers of the elevator car, which are not suitable due to the loads applied to them for the functionality provided here.
  • the wheels are in this first embodiment in a rocker 10 (see also esp. Fig. 3 ) rotatably and rotatably connected to a respective detector 11.
  • the rocker 10 is pivotally supported between the two wheels 9 about an axis 14 and acted upon by a compression spring.
  • the spring 15 is supported on an abutment, not shown, and ensures a rotation of the rocker 10 and thus to a contact pressure of the wheels 9 on the two side surfaces 16 of the rail head. 8
  • the axis of rotation 14 of the rocker 10 is substantially above the longitudinal axis of the rail head 8 forming rail portion. Since the clear distance between the two wheels 9 is only slightly larger than the width of the rail head 8, and the spring 15 acts at a greater distance from the axis 14 on the rocker 10, there is a corresponding leverage. Thus, even with a relatively weak spring 15 a high and very uniform contact force of the wheels 9 can be achieved.
  • detectors 11 are connected via signal lines 12 to the emergency brake electronics 13 for detecting a too high speed.
  • the emergency brake electronic system 13 ideally travels with the elevator car and works autonomously - as soon as it detects an impermissible overspeed even at one wheel, it initiates the cabin braking up to the car interception independently of the remaining shaft-mounted elevator electronics. In this way it is ruled out that any errors in the area of the suspension cable, via which the electronics of the elevator car communicate with the shaft-tight elevator electronics, can affect the safety function.
  • Fig. 2 shown detectors 11 connected to the shaft fixedly mounted elevator electronics and thus also supply the shaft-tight elevator electronics with the detector signal (see. Fig. 1a ), which is widely used by elevator electronics.
  • the rocker 10 in contrast to what is usual in safety-related springs per se, not by means of a compression spring to tension, but by means of a single spring. If the only tension spring breaks (at its highest loaded point, the suspension eye), then the rollers immediately lose their permanent, defined frictional contact with the rail. The seesaw starts to flutter. The detectors then deliver a correspondingly abnormal signal. The anomaly is detected by the emergency brake electronics.
  • FIG. 4a to 4d A solution improved in the case of spring failure from the point of view of redundancy offers the second embodiment, which of the Fig. 4a to 4d will be shown.
  • This second embodiment differs from the first embodiment just described only by the way in which the wheels 9 are supported and biased. Otherwise, ie in view of the Fig. 4a to d not shown components, corresponds to the second embodiment of the first embodiment just described.
  • each of the two wheels 9 is mounted on its own handlebar 10L.
  • the two links 10 L are in turn mounted on a bearing block 53 in a manner such that they and the wheels 9 rotatably supported by them lie in each case in one plane.
  • Each of the links 10 L is provided with an extension 50 which projects beyond the wheels 9.
  • a tension spring 15z which biases the handlebar 10L in the direction of the rail surface and thus presses the roller 9 carried by him to the associated rail surface.
  • the extension 50 of each link leads to a "cantilever" effect, so that in each case a relatively weak spring 15z is sufficient to achieve a high contact pressure for the wheel 9 in question.
  • each link 10 L has a corresponding stop 52 which limits the angle by which the handlebar can pivot, cf. Fig. 4b , The stop 52 prevents in this way that the handlebar in question pivots so far down that eventually the other side of the wheel 9 but again comes into contact with the rail and thereby "unscheduled” is driven.
  • Errors within the emergency brake electronics are detected by periodically sending test pulses (ie, for example, a "simulated detector signal", which would itself have to lead to a specific action) through each circuit part.
  • the response signal is returned via the monitoring unit back to the relevant electronics, whereby the Functionality can be assessed by comparison with the expected when functioning properly response signal.
  • Errors in the actuators are detected by periodically short turn-off pulses are routed to the relevant actuator for the purpose of checking. It detects earth and short circuit
  • the supposedly faulty signal is read in at least a second time. If the result is confirmed, the safety circuit is opened at the next scheduled stop and the elevator car is shut down.
  • the exact information about the current position of the elevator car is also used to increase safety when entering and exiting, namely to prevent unintentional creeping of the elevator car from the original landing position.
  • Such, more or less rapid crawl occurs under the influence of the weight difference of the car and counterweight, if the drive-side brake is not working properly and thus the elevator car is not in landing position is fixed.
  • the braking device is activated in the embodiment shown here and the crawl of the elevator car is terminated.
  • at least one additional, electrically operated clamp brake of conventional design is provided, which serves not as a braking device in the above sense, but as an additional service brake to set the elevator car during their stay in the bus stop ,
  • the detector signal is also used at the same time to determine very precisely the right time to start with the leading door opening, because the elevator car has landed just before the door opening in that the premature opening of the doors can be safely started.
  • the detector signal is also used in this embodiment to ensure the necessary shelter during maintenance.
  • the elevator electronics receives the signal that persons are in the shaft (for instance because one of the shaft door locks signals that the shaft door was opened at a time when the elevator car was not in landing position in front of the respective shaft door opening), it monitors the car position and Prevents the car from being moved to a position or unintentionally creeping into a position where the shelter is compromised.
  • the elevator car is then determined by targeted triggering of the braking device in a position in which a final Schutzraumab rejoin can be done by either the car or the counterweight are positively locked - by supports, locking bolts or the like.
  • the detector signal enables quick and accurate localization of the car, which simplifies emergency rescue, especially in multi-storey buildings - in particular emergency rescue in the event of fire the rescue workers Only very little time is available to gain access to the trapped persons (possibly also with heavy equipment).
  • the detector signal is also used within the framework of the traction testing of cable lifts. Because of the detector signal can be determined very accurately without entering the shaft or eye contact with the relevant elevator components, whether the support cable moves the elevator car up as long as the counterweight rests on the compressed buffers. Furthermore, it can also be recognized on the basis of the detector signal during the removal of the elevator whether the elevator complies with the delivery height.
  • the function or the effectiveness of the braking device can also be tested very simply by means of the detector signal.
  • the braking device is triggered for this purpose as a test. On the basis of the detector signal can then be determined whether and how effectively the braking effect occurs or after which route the elevator car comes to a standstill by catching.
  • a check or an adjustment of the detector signal by means of at least one reference mark mounted in the shaft. Whenever the elevator car passes the reference mark (eg in the form of a momentary or non-contact contact), an additional position signal is generated. This is used for the purpose of controlling and / or periodically calibrating the detector signal, i. H. compared with the temporally corresponding instantaneous signal of at least one detector 11.
  • the electronics also use the detector signal to determine the current speed of the elevator car so as to systematically control the speed of the elevator car.
  • the buffer height ie the distance to which the buffers yield in the event of an impact
  • the detector signal is also used to specify different limit values for different shaft areas, at which an impermissibly high or even an impermissible overspeed is exceeded and consequently braking measures from switching off the drive to catching the elevator car must be initiated.
  • the emergency brake electronics 13 autonomously preset the instantaneous limit values as a function of the detector signal (that is, as a function of the position of the car) and then communicate these to the shaft-mounted elevator electronics, so that synchronization is ensured. For upward and downward travel, different limit values for the respective impermissibly high speed or the respective overspeed can be specified.
  • the detector signal is used for the stepwise reaction to unforeseen speeds. This is done by at too high a speed before reaching the overspeed, in which the braking device is triggered, the drive is initially de-energized, whereby the brake associated with the drive comes into effect and as a rule slows down the elevator car together with the de-energized engine, that the overspeed is not reached. Only if this does not help, as soon as the detector signal signals that the overspeed is reached, the braking device triggered.
  • the electronics also use the detector signal to determine the instantaneous acceleration of the elevator car. In this way, a possible fault condition, which manifests itself in an over-acceleration, can be detected, even before an overspeed is reached, so that a very early initiation of countermeasures is possible.
  • Fig. 6 lie on each of the two guide rails 2 per two wheels 9, which are held in rockers 10.
  • two adjacent to different guide rails 2 wheels 9 via a respective shaft 17, 17 'rotatably connected to each other, which is in each case surrounded by a detector 11.
  • These detectors 11 z. B. at each revolution of the shaft 17 from a pulse.
  • the shaft 17 ' is surrounded by a tube 18 which is subdivided into two sub-pipes 18', 18 ", these two sub-pipes 18 ', 18" being connected to one another via a U-profile 19.
  • a detector 11 is seated between the two legs of the U-profile 19th
  • a friction wheel 22 rotatably mounted on the shaft 17 'is arranged between the legs of the U-section 19, a friction wheel 22 rotatably mounted on the shaft 17 'is arranged. This cooperates with a further friction wheel 20, which is held immovably in the axial direction, but rotatably on a push rod 21.
  • the push rod 21 may be rotatable, then the friction wheel 20 may be fixedly mounted on the push rod 21.
  • This push rod 21 passes through the two legs of the U-profile 19 and is held in a solenoid 23, which via control lines 24th with the device 13 (see Fig. 6 ) and is controlled by this. Furthermore acts on the push rod 21 (see Fig.
  • a spring 25 (which as Compression spring is formed), which is supported on the outer side of the one leg of the U-profile 19 and on a shoulder 26 of the push rod 21.
  • the solenoid 23 is energized and keeps the friction wheel 20 against the force of the spring 25 out of engagement with the friction wheel 22. This leaves the tube 18 in its position.
  • the solenoid 23 is de-energized, z. B. due to the detection of excessive speed of the elevator car (or even in the event of failure of the power supply and the emergency power supply), the spring 25 causes a displacement of the push rod 21 to the right, causing the friction wheel 20 comes into contact with the friction wheel 22 and is rotated by this.
  • a further embodiment of a triggering device for a braking device is shown schematically.
  • a shaft 30 is provided, which is rigidly connected to a projection 31 which cooperates with an electromagnet 23 'and acts on the one activation spring 32.
  • levers 27 At the two ends of the shaft 30 is connected to levers 27 which are connected to links 28 which act on the brake device, not shown.
  • the solenoid is energized, the shaft 30 and thus the levers 27 remain in a position in which the braking device is not activated and remains inoperative.
  • the solenoid 23 'de-energized the activation spring 32 causes a rotation of the shaft 30 and thus also the lever 27, whereby subsequently the braking device is activated and the elevator car is stopped.
  • a lug 31 which cooperates with an electromagnet 23 'and on which an activation spring 32 engages.
  • the electromagnet 23 'and the activation spring 32 act at a normal distance from the axis on the neck 31 a. This results in a corresponding rotation of the angle lever when the solenoid 23 'is de-energized, and the second leg 43 of the angle lever 41 activates the brake device, not shown.
  • the Fig. 6 Arranged in the region of each guide rail 2 angle lever 41, wherein the two electromagnets 23 'are driven together.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (20)

  1. Ascenseur comprenant une cabine d'ascenseur, qui est guidée dans une cage sur les rails de guidage (2), un système électronique entre autres pour la commande ou la régulation des déplacements et un système détecteur (9, 11) pour déterminer la position momentanée de la cabine d'ascenseur,
    caractérisé en ce que le système détecteur (9, 11) comprend au moins deux roues (9), qui sont appliquées contre un rail de guidage (2) et qui entraînent chacune un détecteur (11) dont le signal est une mesure pour l'angle de rotation ou la vitesse de rotation de la roue concernée, et le système électronique est conçu de telle façon qu'il exploite au moins un signal de détecteur pendant le fonctionnement de l'ascenseur à l'intérieur de la plage de vitesse admise pour déterminer l'une au moins des grandeurs, de course, de vitesse, ou d'accélération, de la cabine d'ascenseur qui influencent la poursuite du déroulement du fonctionnement de l'installation d'ascenseur, et qu'il compare au moins deux signaux de détecteur l'un à l'autre afin de surveiller la fonction des détecteurs et des roues qui les entraînent.
  2. Ascenseur selon l'une des revendications précédentes, caractérisé en ce qu'il est prévu des moyens afin de mémoriser, au moins à intervalles déterminés, les signaux de détecteur et de comparer des signaux de détecteur ultérieurs avec le signal ou les signaux de détecteur mémorisés pour récupérer ainsi des informations sur l'état actuel ou sur le mode de travail actuel des roulettes.
  3. Ascenseur selon la revendication 2, caractérisé en ce qu'il est prévu des moyens pour, en cas de constatation d'un écart inadmissible des signaux de détecteur ou d'une valeur absolue inadmissible des signaux de détecteur, terminer le déplacement commencé à l'arrêt régulier suivant.
  4. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que les roues (9), de préférence chaque roue individuelle, est pressée, au moyen d'un ressort de traction (15z) réalisé de préférence sous forme de ressort à boudin, en coopération de friction contre la surface associée du rail associé.
  5. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que deux roues (9, 9) sont appliquées contre un unique rail de guidage de telle façon qu'une roue roule sur un côté de la tête du rail (8) et que l'autre roue roule sur le côté opposé de la tête du rail (8), de préférence à la même hauteur que la première roue, de sorte qu'un délestage d'une roue (9), provoqué par des secousses, des élasticités, des tolérances ou similaires, par rapport à la surface sur laquelle elle roule, a pour conséquence une sollicitation plus forte de l'autre roue (9) par rapport à la surface sur laquelle elle roule, de sorte que le cas d'un délestage simultané des deux roues (9, 9) est exclu.
  6. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que chaque roue individuelle (9) est montée au moyen d'un bras correspondant (10L) de telle façon qu'en cas de défaillance du ressort (15z) qui la presse en coopération de friction contre la surface (18) du rail qui lui est associée, elle bascule en éloignement de la surface du rail qui lui est associée sous l'influence d'un ressort de rappel ou de préférence sous l'influence de la gravité.
  7. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que la largeur de chaque roue dans la direction de son axe de rotation est faible, du fait qu'elle s'élève à moins de 30 % et de façon idéale à moins de 20 % de la largeur des organes de guidage (vus transversalement à la direction de déplacement de la cabine d'ascenseur), qui guident la cabine ascenseur sur la surface concernée des rails.
  8. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que, à l'intérieur du système électronique de freinage d'urgence (13) un système électronique d'évaluation, y compris les actionneurs associés, indépendant du système électronique d'un autre détecteur, est associé à chaque détecteur, de sorte qu'en cas de constatation d'un état de fonctionnement inadmissible, indépendamment des systèmes électroniques restants et de leurs actionneurs, au moins le système de freinage peut être actionné, de préférence le système de freinage et, indépendamment de celui-ci, le circuit de sécurité.
  9. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système électronique de freinage d'urgence (13) est équipé d'une alimentation en énergie autonome, de préférence sous la forme d'un accumulateur.
  10. Ascenseur selon l'une des revendications précédentes, caractérisé en ce qu'il est prévu à au moins un emplacement de la cage des moyens, sur la cabine d'ascenseur et dans la cage, qui génèrent un signal correspondant à une position de référence exactement déterminée de la cabine d'ascenseur, signal qui est comparé à au moins un signal de détecteur ou respectivement au signal de position dérivé de celui-ci dans le but d'un contrôle et/ou d'un calibrage périodique de la détermination de position de la cabine d'ascenseur.
  11. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système électronique exploite au moins un signal de détecteur pour la détermination de la position momentanée de la cabine d'ascenseur lors de l'arrivée à un étage, dans le but d'un positionnement précis de la cabine ascenseur et/ou d'influencer l'ouverture anticipée des portes.
  12. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système électronique exploite au moins un signal de détecteur pour la surveillance de la position de la cabine d'ascenseur pendant l'exécution de travaux d'entretien sur l'ascenseur, afin de garantir l'espace de protection prescrit, et le système électronique est de préférence conçu de telle façon qu'il actionne le système de freinage/le système antichute, dès que le maintien d'un espace de protection suffisant est menacé.
  13. Ascenseur se selon l'une des revendications précédentes, caractérisé en ce que le système électronique exploite au moins un signal de détecteur dans le cadre du contrôle de portance, afin de constater si la cabine d'ascenseur se déplace vers le haut aussi longtemps que le contrepoids repose sur les tampons.
  14. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système électronique exploite au moins un signal de détecteur à titre de grandeur pour la vitesse momentanée de la cabine d'ascenseur, pour imposer ainsi, selon la hauteur du déplacement ou respectivement selon l'éloignement de la tête et de la fosse de la cage, des vitesses de déplacement et/ou des vitesses maximales différentes pour la cabine d'ascenseur.
  15. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système électronique exploite au moins un signal de détecteur pour le déclenchement par étapes d'un circuit de sécurité et ensuite du système de freinage.
  16. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que le système électronique exploite au moins un signal de détecteur à titre de grandeur pour l'accélération momentanée de la cabine d'ascenseur et agit en cas de dépassement de l'accélération maximale.
  17. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que les deux roues (9) sont montées des deux côtés d'un rail de guidage (2) sur une bascule (10) montée pivotante, et dans lequel la bascule (10) est précontrainte par un ressort et de préférence par deux ressorts (15).
  18. Ascenseur selon la revendication 17, caractérisé en ce que respectivement deux roues (9) montées dans des bascules (10) sont appliquées contre deux rails de guidage (2) opposés l'un à l'autre, et deux roues respectives (9) appliquées contre des rails de guidage différents (2) sont reliées l'une à l'autre via des arbres (17, 17').
  19. Ascenseur selon la revendication 17 ou 18, caractérisé en ce que l'un des deux arbres (17') est guidé dans un tube (18) qui est en liaison avec le système de freinage, dans lequel ce tube (18) est interrompu et les deux extrémités tournées l'une vers l'autre des deux tubes partiels (18', 18") deux tubes (18) sont reliées l'une à l'autre solidairement en rotation via un profilé en U (19), dans les branches duquel est logée une barre de poussée (21) qui est attaquée par un ressort (25) et qui est déplaçable par un organe d'actionnement (solénoïde 23), relié avec le système (13) pour la commande du système de freinage, à l'encontre de l'action du ressort (25), grâce à quoi une roulette de friction (20), montée de façon excentrique sur la barre de poussée (21) et tenue sans possibilité de déplacement axial, peut être amenée en contact avec une autre roulette de friction (22) calée sur l'arbre (17').
  20. Ascenseur selon l'une des revendications 1 à 11, caractérisé en ce que les systèmes de freinage pour les deux rails de guidage sont commandés via des systèmes de pilotage séparés, et les organes d'actionnement (électroaimant 23') des systèmes de pilotage sont pilotés conjointement par le système (13) pour la commande du système de freinage.
EP06762837.0A 2006-07-26 2006-07-26 Détecteur de position d'un cabine d'ascenseur Active EP2043935B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2006/007402 WO2008011895A1 (fr) 2006-07-26 2006-07-26 Reproduction de cage d'ascenseur à application étendue

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EP2043935A1 EP2043935A1 (fr) 2009-04-08
EP2043935B1 true EP2043935B1 (fr) 2014-04-16

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EP (1) EP2043935B1 (fr)
CN (1) CN101258088B (fr)
ES (1) ES2473273T3 (fr)
RU (1) RU2404111C2 (fr)
WO (1) WO2008011895A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2319791A1 (fr) * 2009-11-10 2011-05-11 Inventio AG Installation d'ascenseur
EP2567923A1 (fr) * 2011-09-12 2013-03-13 Wachendorff Automation GmbH & Co. KG Copiage de mire redondant
DE202011051667U1 (de) 2011-10-18 2012-02-23 Elgo-Electronic Gmbh & Co. Kg Vorrichtung zur Positionserfassung einer Aufzugkabine
CN102998475A (zh) * 2012-11-26 2013-03-27 昆山北极光电子科技有限公司 一种快速的旋转机械转动超速保护方法
CN105197714B (zh) * 2015-10-23 2018-05-22 西继迅达（许昌）电梯有限公司 减行程单向自动限速系统
CN105197717B (zh) * 2015-10-23 2019-01-29 西继迅达（许昌）电梯有限公司 设有速度监控部件的单制动压板双向自动防溜车限速系统
US10494228B2 (en) * 2017-02-28 2019-12-03 Otis Elevator Company Guiding devices for elevator systems having roller guides and motion sensors
US20190234985A1 (en) * 2018-01-31 2019-08-01 Otis Elevator Company Magnetic speed detection device
CN110386527A (zh) 2018-04-23 2019-10-29 奥的斯电梯公司 电梯滚子导轮的预测故障检测
CN112093614A (zh) * 2020-09-29 2020-12-18 江苏景奥机电有限公司 一种提高电梯安全性的电梯系统及其控制方法

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Publication number Priority date Publication date Assignee Title
JPS54162356A (en) * 1978-06-14 1979-12-22 Mitsubishi Electric Corp Controller for elevator
JPS6197716A (ja) * 1984-10-18 1986-05-16 Canon Inc 位置制御装置
TW575518B (en) * 2001-07-31 2004-02-11 Inventio Ag Lift installation with a measuring system for determining absolute cage position
JP4322518B2 (ja) * 2003-02-20 2009-09-02 東芝エレベータ株式会社 エレベータの安全装置

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Publication number Publication date
CN101258088A (zh) 2008-09-03
RU2007137090A (ru) 2009-04-20
CN101258088B (zh) 2013-03-27
RU2404111C2 (ru) 2010-11-20
WO2008011895A1 (fr) 2008-01-31
ES2473273T3 (es) 2014-07-04
EP2043935A1 (fr) 2009-04-08

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