EP2043936B1 - Système électronique multifonction combiné de freinage de secours et de détection - Google Patents

Système électronique multifonction combiné de freinage de secours et de détection Download PDF

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Publication number
EP2043936B1
EP2043936B1 EP06762605.1A EP06762605A EP2043936B1 EP 2043936 B1 EP2043936 B1 EP 2043936B1 EP 06762605 A EP06762605 A EP 06762605A EP 2043936 B1 EP2043936 B1 EP 2043936B1
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EP
European Patent Office
Prior art keywords
elevator
elevator car
detector
wheels
elevator according
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EP06762605.1A
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German (de)
English (en)
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EP2043936A1 (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 EP2043936A1 publication Critical patent/EP2043936A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well

Definitions

  • the invention relates to an emergency brake device for 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. occur in case of control errors in case of 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 braking, catching 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 speed in the shaft or engine room speed limiter. 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 outages. 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 occur is already triggered when the elevator car has only reached a much lower speed. If the structure is very dirty, it will u. This may be triggered too late (ie only at very high speed). Another disadvantage is the relatively high construction costs. Apart from the actual braking device a circulating over the entire shaft rope is necessary, which must be performed up and down and also must be stretched.
  • the aim of the invention is to avoid these disadvantages and to propose an emergency braking device of the type mentioned, in which a reliable detection of a possible overspeed of the elevator car is ensured and which can contribute in the elevator operation with high accuracy for the control or regulation of the elevator car.
  • an emergency braking device of the type mentioned by the characterizing features of claim 1.
  • the proposed measures ensure that on the one hand, even in the case of a rope break, the speed of the elevator car can be detected, as their detection is independent of the supporting cable.
  • 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, the advantage that redundancy is given because the speeds of the two wheels can be compared with each other.
  • An emergency braking is already triggered when only one wheel reports too high a speed.
  • Another advantage of the measures proposed by claim 1 is that for the "normal operation" of the elevator, ie the operation of the elevator with an elevator car speed Within the maximum permitted cabin speed, precise information about the current position, speed and / or acceleration of the elevator car are available without substantial additional expenditure.
  • the means to be provided according to claim 3 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 4 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 6 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 7 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 8 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 penetrate the inevitably present on the guide rails lubricant layer when using a sliding guide, if they are only narrow enough - and without the naturally corresponding to be selected bias, with the wheels against the rail which is impracticably high.
  • the rolling circumference of the wheels may take on a knife-shaped configuration, wherein the wheel width on the rolling circumference may preferably be reduced to 1.5 to 4 mm can and increases towards the wheel hub.
  • the proposed by claim 10, preferably provided in the form of a kabinenfesten battery autonomous power supply of the emergency brake electronic ensures the worst case. Because the emergency brake electronics is so even then functionally and on their associated electromechanical actuators (relays and the like.) Ability to act when there is currently no supply current or signal connection to shaft-resistant elevator electronics or control for some reason.
  • the means provided by claim 11 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 that without cumbersome over the entire shaft away from the elevator car lockable reference marks must 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. Cabin-mounted (so driving) is installed at least one, here referred to as speed detection unit from the wheels 9 and executed here in the form of encoders detectors 11 together with associated brackets. Also installed cabin-mounted here is a “signal processing" called emergency brake electronics 13, which in the case of overspeed or impermissible accelerations or uncontrolled car movements signal for emergency braking, the trip unit, which applies the necessary forces to activate the brake or catching device , and the braking or catching device itself, which is further referred to as a brake device.
  • Well-built ie in the shaft or a dedicated engine room
  • elevator control general elevator electronics is here in Fig. 1 called 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. relevant to the provision of shelters and will be later still explained.
  • the system is characterized by a large number of measures that provide redundancy or increase operational reliability - both with regard to safe activation in the event of a fault and with regard to safe non-activation in trouble-free 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 concern 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 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. Tear off the only tension spring (at its highest loaded point, the suspension eye), because 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 4c An improved in the case of spring failure from the point of view of redundancy Solution offers the second embodiment, which of the Fig. 4a to 4c 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 c 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.
  • the drive is switched off only after reaching the stop position in the next stop. Because of this, not only the engine develops braking action, but also the drive-side brake is dropped because it is no longer held electromagnetically in the lifted position. If even only one of the two evaluation electronics detects that even an overspeed has occurred, then it acts (regardless of what the other evaluation meanwhile does) in addition to the "trip coil" designated circuit and thus activates the actual braking device, so the braking device with which the Cab is braked on the rails.
  • 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 electronics in question, whereby the functionality can be assessed by comparison with the expected in proper functioning response signal.
  • Errors in the actuators in particular the electromagnets or relays 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 fast crawl occurs under the influence of the weight difference of the car and counterweight when the drive-side brake is not working properly and thus the elevator car is not set in landing position.
  • 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 on the elevator car, not as a braking device in o. G. Meaning, but as an additional service brake is used to set the elevator car during their stay in the 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 through targeted release of the braking device fixed in a position in which a final protection space protection can be done by either the car or the counterweight are positively fixed - 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 have only very little time available to (possibly even with heavy equipment) to gain access to the trapped.
  • 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, on the basis of the detector signal in the context of the decrease of the elevator can also be seen 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 checking and / or periodically calibrating the detector signal, ie comparing it with the temporal 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 (ie 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 currentless motor, that the overspeed is not reached. Only if this does not help, as soon as the detector signal now signals even reaching the overspeed, the braking device is 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 is designed as a compression spring), which is supported on the outside 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 which are connected to links 28 which act on the brake device, not shown.
  • 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)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (21)

  1. Ascenseur comportant une cabine d'ascenseur qui est guidée sur des rails de guidage (2) dans une cage, une unité électronique destinée entre autres à la commande ou à la régulation du fonctionnement et un dispositif de frein de secours pour empêcher des vitesses excessives de la cabine d'ascenseur, le dispositif de frein de secours comprenant un dispositif de freinage et un dispositif de détection (9, 11) dont le signal actionne le dispositif de freinage lors de l'apparition d'une vitesse excessive de la cabine d'ascenseur, caractérisé en ce que le dispositif de détection (9,11) comprend au moins deux roues (9) qui s'appuient contre un rail de guidage (2) et dont chacune entraîne un détecteur (11) dont le signal est une valeur pour l'angle de rotation ou la vitesse de rotation de la roue correspondante, et l'unité électronique est conçue de manière à exploiter les signaux du détecteur de façon multifonctionnelle en utilisant, pendant le fonctionnement de l'ascenseur à l'intérieur de la plage de vitesse admissible, au moins un signal du détecteur pour déterminer au moins l'une des valeurs de course, de vitesse et/ou d'accélération de la cabine d'ascenseur, influençant la poursuite du déroulement du fonctionnement de l'installation d'ascenseur, et du fait que l'unité électronique actionne le dispositif de freinage dès qu'au moins l'un des détecteurs (11) signalise de par son signal une vitesse excessive de la cabine d'ascenseur à l'extérieur de la plage de vitesse admissible.
  2. Ascenseur selon la revendication 1, caractérisé en ce qu'il est prévu des moyens qui surveillent le fonctionnement des détecteurs en comparant mutuellement les signaux des différents détecteurs réalisés de préférence sous forme d'encodeur pour savoir s'ils s'écartent les uns des autres d'une valeur inadmissible.
  3. Ascenseur selon l'une des revendications précédentes, caractérisé en ce qu'il est prévu des moyens pour mémoriser les signaux des détecteurs au moins à des intervalles déterminés et pour comparer des signaux ultérieurs avec le ou les signaux mémorisés des détecteurs, afin d'acquérir ainsi des connaissances sur l'état actuel ou sur le fonctionnement actuel des rouleaux.
  4. Ascenseur selon la revendication 2, caractérisé en ce qu'il est prévu des moyens pour mettre fin à la course commencée au prochain arrêt régulier, lorsqu'un écart inadmissible des signaux des détecteurs ou une valeur absolue inadmissible des signaux des détecteurs est constaté(e).
  5. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que les roues (9), de préférence chacune des roues individuelles, sont pressées par coopération de friction contre la surface associée du rail correspondant au moyen d'un ressort de traction (15z) réalisé de préférence sous forme de ressort hélicoïdal.
  6. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que deux roues (9, 9) s'appuient contre un unique rail de guidage de telle sorte qu'une roue roule sur un côté du champignon de rail (8) et l'autre roue roule sur le côté opposé du champignon de rail (8), de préférence à la même hauteur que la première roue, de sorte qu'une décharge de l'une de roues (9), causée par des secousses, des élasticités, des tolérances et similaires, par rapport à la surface sur laquelle elle roule, provoque une charge plus importante de l'autre roue (9) par rapport à la surface sur laquelle elle roule, de sorte que le cas d'une décharge simultanée des deux roues (9, 9) est exclue.
  7. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que chacune des roues individuelles (9) est montée au moyen d'un bras correspondant (10L) de telle sorte que lors d'une défaillance du ressort (15z) qui la presse par 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, pour ainsi perdre le contact en coopération de friction avec le rail.
  8. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que la largeur de chaque roue est faible en direction de son axe de rotation en faisant moins de 30 % et idéalement moins de 20 % de la largeur des moyens de guidage (vus transversalement à la direction de course de la cabine d'ascenseur) qui guident la cabine d'ascenseur sur la surface correspondante du rail.
  9. Ascenseur selon l'une des revendications précédentes, caractérisé en ce qu'à l'intérieur de l'unité électronique de frein de secours (13), une propre unité électronique d'évaluation comprenant les actionneurs correspondants et indépendante de l'unité électronique d'un autre détecteur est associée à chaque détecteur (11), de sorte que lorsqu'un état de fonctionnement inadmissible est constaté, au moins le dispositif de freinage, de préférence le dispositif de freinage et indépendamment de celui-ci le circuit de sécurité, peut/peuvent être actionné(s) indépendamment du reste de l'unité électronique et de ses actionneurs.
  10. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique de frein de secours (13) est équipée d'une alimentation en énergie autonome, de préférence sous la forme d'un accumulateur.
  11. Ascenseur selon l'une des revendications précédentes, caractérisé en ce qu'au moins à un endroit dans la cage, des moyens sont prévus sur la cabine d'ascenseur et dans la cage, qui génèrent un signal correspondant dans une position de référence précisément déterminée de la cabine d'ascenseur, signal qui est comparé à au moins un signal de détecteur ou au signal de position qui en est dérivé, en vue d'un contrôle et/ou calibrage périodique de la détermination de position de la cabine d'ascenseur.
  12. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique utilise au moins un signal de détecteur pour déterminer la position instantanée de la cabine lors de l'arrivée à l'étage, en vue d'un positionnement précis de la cabine d'ascenseur et/ou pour influencer l'ouverture avancée de porte.
  13. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique utilise au moins un signal de détecteur pour surveiller la position de la cabine d'ascenseur pendant l'exécution de travaux d'entretien sur l'ascenseur, afin d'assurer ainsi l'espace de protection prescrit, l'unité électronique étant conçue de manière à actionner le dispositif de frein / dispositif de captage dès que le maintien d'un espace de protection suffisant est menacé.
  14. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique utilise au moins un signal de détecteur dans le cadre du contrôle de la capacité d'entraînement, afin de constater si la cabine d'ascenseur se déplace vers le haut tant que le contrepoids repose sur les tampons.
  15. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique utilise au moins un signal de décodeur en tant que grandeur pour la vitesse instantanée de la cabine d'ascenseur, afin de définir ainsi, en fonction de la hauteur de course et de la distance au sommet de cage et à la fosse de cage, différentes vitesses de course et/ou vitesses maximales de la cabine d'ascenseur.
  16. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique utilise au moins un signal de décodeur pour le déclenchement gradué d'un circuit de sécurité et ensuite du dispositif de freinage.
  17. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que l'unité électronique utilise au moins un signal de décodeur en tant que grandeur pour l'accélération instantanée de la cabine d'ascenseur et en ce qu'elle agit lors du dépassement de l'accélération maximale.
  18. Ascenseur selon l'une des revendications précédentes, caractérisé en ce que les deux roues (9) sont montées de part et d'autre d'un rail de guidage (2) sur une bascule (10) tenue basculante, la bascule (10) étant précontrainte par un, de préférence par deux ressorts (15).
  19. Ascenseur selon la revendication 10, caractérisé en ce que deux roues (9) montées dans des bascules (10) s'appuient sur deux rails de guidage (2) opposés l'un à l'autre, et deux roues (9) respectives s'appuyant contre différents rails de guidage (2) sont reliées l'une à l'autre vis des arbres (17,17').
  20. Ascenseur selon la revendication 11, caractérisé en ce que l'un des deux arbres (17') est mené dans un tube (18) qui est en liaison avec le dispositif de freinage, ce tube (18) étant interrompu et les deux extrémités tournées l'une vers l'autre des deux parties (18', 18") du tube (18) sont reliées solidairement en rotation l'une à l'autre via un profilé en U (19) dans les branches duquel est montée une bielle de poussée (21) qui est sollicitée par un ressort (25) et qui peut être animée d'une translation par un organe d'actionnement (solénoïde 23), relié au dispositif (13) destiné à commander le dispositif de frein, à l'encontre de l'effet du ressort (25), et une roue de friction (20) retenue de façon axialement immobile et montée excentriquement sur la bielle de poussée (21) est susceptible d'être amenée en contact avec une autre roue de friction (22) calée sur l'arbre (17').
  21. Ascenseur selon l'une des revendications 1 à 11, caractérisé en ce que les dispositifs de frein pour les deux rails de guidage sont commandés par des dispositifs de pilotage séparés, les organes d'actionnement (électroaimants 23') des dispositifs de pilotage étant pilotés conjointement par le dispositif (13) destiné à commander le dispositif de frein.
EP06762605.1A 2006-07-14 2006-07-14 Système électronique multifonction combiné de freinage de secours et de détection Active EP2043936B1 (fr)

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DE102011114679A1 (de) * 2011-10-04 2013-04-04 RST Elektronik GmbH Aufzugsvorrichtung
CN103086226B (zh) * 2013-01-28 2015-05-27 东南电梯股份有限公司 一种升降设备测速制动安全系统
WO2016096320A1 (fr) 2014-12-17 2016-06-23 Inventio Ag Système d'ascenseur pourvu d'un système de freinage
CN105035906A (zh) * 2015-08-21 2015-11-11 李宝 一种带有防坠落装置的垂直升降电梯
CN108217377A (zh) * 2018-02-09 2018-06-29 快意电梯股份有限公司 电梯限速装置
EP3560873B1 (fr) 2018-04-23 2023-10-11 Otis Elevator Company Détection de défaillances de pronostic de roue de guidage à rouleaux d'ascenseur
DE102021204833A1 (de) * 2021-05-12 2022-11-17 Zf Friedrichshafen Ag Transportsystem

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US3814216A (en) * 1973-05-01 1974-06-04 Westinghouse Electric Corp Elevator speed sensor
US5020640A (en) * 1988-09-10 1991-06-04 Bongers & Deimann Elevator brake
JPH04365771A (ja) * 1991-06-13 1992-12-17 Toshiba Corp エレベータ
US5366045A (en) * 1993-09-03 1994-11-22 Eaton Corporation Brake mechanism for a storage and retrieval vehicle
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