EP2090540B1 - Aufzugssystem - Google Patents

Aufzugssystem Download PDF

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Publication number
EP2090540B1
EP2090540B1 EP06833967.0A EP06833967A EP2090540B1 EP 2090540 B1 EP2090540 B1 EP 2090540B1 EP 06833967 A EP06833967 A EP 06833967A EP 2090540 B1 EP2090540 B1 EP 2090540B1
Authority
EP
European Patent Office
Prior art keywords
car
deceleration
contact
contacts
disabling
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.)
Expired - Fee Related
Application number
EP06833967.0A
Other languages
English (en)
French (fr)
Other versions
EP2090540A1 (de
EP2090540A4 (de
Inventor
Masunori Shibata
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Publication of EP2090540A1 publication Critical patent/EP2090540A1/de
Publication of EP2090540A4 publication Critical patent/EP2090540A4/de
Application granted granted Critical
Publication of EP2090540B1 publication Critical patent/EP2090540B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed

Definitions

  • the present invention relates to an elevator apparatus that reduces deceleration of a car during urgent stopping of the car.
  • braking force of an electromagnetic brake is controlled based on a deceleration command value and a speed signal during emergency braking in such a way that deceleration of a car is at a predetermined value (see JP 7-157211 A ), for example).
  • GB 2 153 465 A discloses an elevator comprising a car, a braking device for stopping the motion of the car, and a safety circuit having a plurality of contacts connected to each other in series for stopping the car urgently by means of the braking device if at least one of the contacts is opened.
  • the present invention aims to solve the above problems and an object of the present invention is to provide an elevator apparatus that can switch action of a braking device easily between a case in which deceleration of a car is to be reduced and a case in which the car is to be stopped immediately when an urgent stopping command is issued for the car.
  • an elevator apparatus including: a car; a braking device that stops motion of the car; a safety circuit that has a plurality of contacts that are connected to each other in series, and that makes the car stop urgently using the braking device if at least one of the contacts is opened; and a deceleration-reducing brake control portion that reduces braking force from the braking device to reduce deceleration of the car during the urgent stopping of the car by the braking device, wherein: a disabling contact that is constituted by at least one preselected contact, and an enabling contact that is constituted by at least one contact that does not include the disabling contact are included in the contacts; and the safety circuit is configured so as to disable deceleration reducing control by the deceleration-reducing brake control portion when the disabling contact is opened, and so as to enable deceleration reducing control by the deceleration-reducing brake control portion if the enabling contact is open and the disabling
  • FIG 1 is a structural diagram that shows an elevator apparatus according to Embodiment 1 of the present invention.
  • a car 1 and a counterweight 2 are suspended inside a hoistway by a main rope 3, and are raised and lowered inside the hoistway by a driving force from a hoisting machine 4.
  • the hoisting machine 4 has: a drive sheave 5 onto which the main rope 3 is wound; a motor 6 that rotates the drive sheave 5; and a braking means 7 that brakes rotation of the drive sheave 5.
  • the braking means 7 has: a brake wheel 8 that is rotated together with the drive sheave 5; and a braking device 9 that brakes rotation of the brake wheel 8.
  • the braking device 9 has: a brake shoe 10 that can be placed in contact with and separated from the brake wheel 8; a brake spring 11 that presses the brake shoe 10 against the brake wheel 8; and a brake coil 12 that separates the brake shoe 10 from the brake wheel 8 in opposition to the brake spring 11.
  • a speed detector 13 that generates a signal that corresponds to rotational speed of a rotating shaft of the motor 6, i.e., rotational speed of the drive sheave 5, is disposed on the motor 6.
  • An encoder or a resolver, for example, can be used for the speed detector 13.
  • An elevator control apparatus 14 has: a power converting device 15 such as an inverter, etc.; a running control portion 17 that controls running of the car 1; and a main brake control portion 18 that controls the braking device 9.
  • the power converting device 15 supplies electric power to the motor 6.
  • the running control portion 17 controls the power converting device 15 and the main brake control portion 18 in response to the signal from the speed detector 13.
  • the main brake control portion 18 controls the braking device 9 in accordance with a command from the running control portion 17.
  • a deceleration-reducing brake control portion 19 is connected to the brake coil 12 in parallel to the main brake control portion 18, and can reduce the braking force of the braking device 9 independently from the main brake control portion 18.
  • the main brake control portion 18 makes the braking device 9 perform a braking action and holds the car 1 in a stationary state when the car 1 is stopped at service floors during normal operation.
  • the main brake control portion 18 also makes the braking device 9 perform the braking action when a command is issued to make the car 1 stop urgently while the car 1 is in motion.
  • the deceleration-reducing brake control portion 19 monitors to find the deceleration of the car 1 based on the signal from the speed detector 13.
  • the elevator control apparatus 14 includes a first computer that has: a data processing portion (CPU); a storage portion (ROM, RAM, hard disk, etc.); and a signal input-output portion.
  • the functions of the running control portion 17 and the main brake control portion 18 are implemented by the first computer.
  • the deceleration-reducing brake control portion 19 includes a second computer that has: a data processing portion (CPU); a storage portion (ROM, RAM, hard disk, etc.); and a signal input-output portion. The functions of the deceleration-reducing brake control portion 19 are implemented by the second computer.
  • An upper terminal switch 41 is disposed in a vicinity of an upper terminal floor inside the hoistway.
  • a lower terminal switch 42 is disposed in a vicinity of the lower terminal floor inside the hoistway.
  • a plurality of car position detecting switches 43 for detecting absolute position of the car 1 are also disposed inside the hoistway.
  • a speed governor switch 44 that detects overspeeding of the car 1 is disposed in an upper portion of the hoistway.
  • a car door switch 45 that detects an open or closed state of a car door is disposed on the car 1.
  • the car position detecting switches 43 are switches used by a terminal floor forced decelerating device, and the car 1 is urgently stopped by the safety circuit main body 40 if the speed of the car 1 becomes greater than an overspeed pattern that is preset according to car position.
  • the overspeed pattern in the terminal floor forced decelerating device is set so as to become gradually lower as the car 1 approaches the upper and lower terminal floors of the hoistway.
  • Figure 2 is a circuit diagram that shows a control circuit for controlling the braking device 9 from Figure 1 .
  • the main brake control portion 18 and the deceleration-reducing brake control portion 19 are connected to the brake coil 12 in parallel. In other words, the braking force of the braking device 9 is released if power is supplied from at least one of either the main brake control portion 18 or the deceleration-reducing brake control portion 19.
  • the main brake control portion 18 supplies electric power to the brake coil 12 from a first power source 22 by closing a pair of main contacts 21.
  • a first semiconductor switch 23 such as a metal oxide semiconductor field-effect transistor (MOSFET), etc., is connected between the first power source 22 and the main contacts 21.
  • the first semiconductor switch 23 generates an average voltage that corresponds to a ratio of on-off time by performing switching at high speed (a step-down chopper).
  • the first semiconductor switch 23 is controlled by a command signal that is generated by the first computer in the elevator control apparatus 14.
  • a first flyback diode 24 is connected to the first power source 22 in parallel to the brake coil 12.
  • the first flyback diode 24 protects the circuit from reverse electromotive forces that arise in the brake coil 12.
  • the deceleration-reducing brake control portion 19 supplies electric power to the brake coil 12 from a second power source 26 by closing a pair of deceleration control contacts 25.
  • a second semiconductor switch 27 such as a MOSFET, etc., and a resistor 29 that functions as a current limiting resistance is connected between the second power source 26 and the deceleration control contacts 25.
  • the second semiconductor switch 27 generates an average voltage that corresponds to a ratio of on-off time by performing switching at high speed (a step-down chopper).
  • the second semiconductor switch 27 is controlled by a command signal that is generated by the second computer in the deceleration-reducing brake control portion 19.
  • the resistor 29 limits current that flows to the brake coil 12 even if an on fault arises in the second semiconductor switch 27.
  • a second flyback diode 28 is connected to the second power source 26 in parallel to the brake coil 12. The second flyback diode 28 protects the circuit from reverse electromotive forces that arise in the brake coil 12.
  • a circuit in which a diode 30 and a resistor 31 are connected in series is connected in parallel to the brake coil 12.
  • the circuit that is constituted by the diode 30 and the resistor 31 promptly consumes reverse electromotive force that arises in the brake coil 12 when the main contacts 21 or the deceleration control contacts 25 are open.
  • FIG 3 is a circuit diagram that shows a safety circuit from the elevator apparatus in Figure 1 .
  • a deceleration control relay coil 25a that switches on the deceleration control contacts 25 and a safety relay coil 49 that permits activation of the car 1 are disposed in a safety circuit main body 40.
  • the contact 41a is opened when the car 1 reaches a position of the upper terminal switch 41.
  • the contact 42a is opened when the car 1 reaches a position of the lower terminal switch 42.
  • the contact 43a is opened when the car 1 reaches a position of the car position detecting switch 43.
  • the contact 44a is opened when the overspeeding of the car 1 is detected by the speed governor.
  • the contact 45a is opened when the car door opens.
  • the deceleration control relay coil 25a is connected in parallel to the contacts 46 through 48, which constitute enabling contacts, and the safety relay coil 49, and is connected in series to the contacts 41 a through 45a, which constitute disabling contacts. Consequently, when all of the contacts 41 a through 48 are closed, the safety relay coil 49 is energized, and activation of the car 1 is permitted. When at least one of the contacts 41 a through 48 is opened, supply of electric power to the power converting device 15 and the main brake control portion 18 is interrupted, and the car 1 is urgently stopped.
  • the running control portion 17 also monitors the state of the safety relay coil 49, and a command that stops activation of the car 1 is output from the running control portion 17 when the safety relay coil 49 is de-energized.
  • the deceleration control relay coil 25a is also de-energized in addition to the safety relay coil 49 if at least one of the contacts 41 a through 45a is opened, the deceleration-reducing brake control portion 19 is disconnected from the brake coil 12, disabling deceleration reducing control by the deceleration-reducing brake control portion 19.
  • deceleration reducing control will be implemented by the deceleration-reducing brake control portion 19 if at least one of the contacts 46 through 48 is opened when the contacts 41 a through 45a are closed since the safety relay coil 49 will be de-energized but the deceleration control relay coil 25a will remain energized.
  • the deceleration control relay coil 25a is connected to the disabling contacts 41 a through 45a in series, and is connected to the enabling contacts 46 through 48 in parallel, the enabling and disabling of the deceleration reducing control can be switched by a simple configuration.
  • the contact 45a of the car door switch 45 is set as a disabling contact, in the unlikely event that the car doors are opened while the car 1 is in motion, the car 1 can be stopped immediately in the shortest distance without performing deceleration reducing control.
  • the contact 44a of the speed governor switch 44 is set as a disabling contact, in the unlikely event that the deceleration-reducing brake control portion 19 fails and the brake shoe 10 remains separated from the brake wheel 8, the car 1 can be stopped immediately as soon as the car 1 starts to overspeed.
  • the contact 43a of the car position detecting switch 43 is set as a disabling contact, in the unlikely event that the deceleration-reducing brake control portion 19 fails and the brake shoe 10 remains separated from the brake wheel 8, the car 1 can be stopped immediately in the shortest distance when the car 1 reaches the position of the car position detecting switch 43.
  • the contacts 41 a and 42a of the terminal switches 41 and 42 are set as disabling contacts, in the unlikely event that the deceleration-reducing brake control portion 19 fails, the car 1 can be stopped immediately in the shortest distance when the car 1 reaches a position of the terminal switches 41 and 42. Consequently, the car 1 will not be accelerating while entering the ends of the hoistway.
  • deceleration-reducing brake control portion 19 controls the braking device 9 independently from the main brake control portion 18, emergency braking action can be started more reliably and promptly while suppressing deceleration during emergency braking.
  • FIG. 4 is a structural diagram that shows an elevator apparatus according to Embodiment 2 of the present invention.
  • an elevator control apparatus 14 has: a power converting device 15; a running control portion 17; and a brake control portion 20.
  • the brake control portion 20 holds a car 1 in a stationary state using a braking device 9 when the car 1 is stopped.
  • the brake control portion 20 also makes the braking device 9 perform a braking action when a command is issued to make the car 1 stop urgently.
  • the braking force of the braking device 9 is reduced, and is controlled such that the deceleration of the car 1 is not greater than or equal to the predetermined value.
  • the brake control portion 20 monitors the deceleration of the car 1 based on the information from the running control portion 17.
  • the brake control portion 20 functions as both the main brake control portion 18 and the deceleration-reducing brake control portion 19 according to Embodiment 1.
  • the brake control portion 20 constitutes a deceleration-reducing brake control portion.
  • Figure 5 is a circuit diagram that shows a control circuit for controlling the braking device 9 from Figure 4 .
  • the control circuit in Figure 5 is similar to the control circuit in Figure 2 with the deceleration-reducing brake control portion 19 removed.
  • the semiconductor switch 23 is controlled by a command signal that is generated by a computer in the elevator control apparatus 14.
  • a safety circuit according to Embodiment 2 is configured in a similar manner to that in Figure 3 .
  • Figure 6 is a circuit diagram that shows a circuit that drives main contacts 21 from Figure 5 .
  • a contact 25b is opened by de-energizing a deceleration control relay coil 25a of the safety circuit, and is closed by energizing the deceleration control relay coil 25a.
  • a contact 50 and a main contact coil 21a are connected to the contact 25b in series.
  • the contact 50 is opened and closed in response to a driving command from the running control portion 17. Specifically, the contact 50 is closed when the driving command is output from the running control portion 17.
  • the main contacts 21 are closed when the main contact coil 21a is energized, and the main contacts 21 are opened when the main contact coil 21 a is de-energized.
  • action of the braking device 9 can be switched easily between a case in which deceleration of a car 1 is to be reduced and a case in which the car 1 is to be stopped immediately when an urgent stopping command is issued for the car 1, even if the brake control portion 20 serves as both the main brake control portion and the deceleration-reducing brake control portion.
  • the deceleration of the car 1 is found based on signals from a speed detector 13 that is disposed on the motor 6, but the deceleration of the car may also be found, for example, based on output from a speed detector that is disposed on a speed governor, or an acceleration sensor that is disposed on the car, etc.
  • deceleration reducing control was performed using arithmetic processing by a computer in a deceleration-reducing brake control portion, but may also be performed by an electrical circuit that processes analog signals.
  • the car 1 being positioned in a vicinity of a terminal floor is detected using signals from terminal switches 41 and 42, but may also be detected, for example, using car position information that is found based on signals from a speed detector that is disposed on a speed governor, or a speed detector that is disposed on a hoisting machine, etc.
  • the braking device 9 is disposed on the hoisting machine 4, but may also be disposed at other positions.
  • the braking device may also be, for example, a car brake that is mounted to a car, or a rope brake that brakes the car by gripping the main rope, etc.
  • a braking device that has a plurality of brake shoes that each act to brake and release independently may also be used.

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

Claims (6)

  1. Aufzugvorrichtung, umfassend:
    eine Kabine (1);
    eine Bremsvorrichtung (9), welche eine Bewegung der Kabine (1) stoppt;
    eine Sicherheitsschaltung, welche eine Vielzahl von Kontakten (41a, 42a, 43a, 44a, 45a, 46, 47, 48) aufweist, welche miteinander in Serie verbunden sind, und welche verursachen, dass die Kabine (1) eilig unter Verwendung der Bremsvorrichtung (9) stoppt, wenn zumindest einer der Kontakte (41a, 42a, 43a, 44a, 45a, 46, 47, 48) offen ist;
    gekennzeichnet durch
    einen Abbrems-Reduzierungs-Bremssteuerteil (19, 20), welche eine Bremskraft der Bremsvorrichtung (9) reduziert, um die Abbremsung der Kabine (1) während dem eiligen Stoppen der Kabine (1) durch die Bremsvorrichtung (9) zu reduzieren,
    wobei:
    ein Deaktivierungskontakt (41a, 42a, 43a, 44a, 45a), welcher durch mindestens einen vorausgewählten Kontakt gebildet ist, und ein Aktivierungskontakt (46, 47, 48), welcher durch mindestens einen Kontakt gebildet ist, welcher nicht den Deaktivierungskontakt (41a, 42a, 43a, 44a, 45a) beinhaltet, in den Kontakten (41a, 42a, 43a, 44a, 45a, 46, 47, 48) beibehaltet sind; und
    die Sicherheitsschaltung konfiguriert ist, um eine Abbrems-Reduzierungs-Steuerung durch den Abbrems-Reduzierungs-Bremssteuerteil (19, 20) zu deaktivieren, wenn der Deaktivierungskontakt (41a, 42a, 43a, 44a, 45a) offen ist und, um eine Abbrems-Reduzierungs-Steuerung durch den Abbrems-Reduzierungs-Bremssteuerteil (19, 20) zu aktivieren, wenn der Aktivierungskontakt (46, 47, 48) offen ist und der Deaktivierungskontakt (41a, 42a, 43a, 44a, 45a) geschlossen ist.
  2. Aufzugvorrichtung nach Anspruch 1, wobei:
    eine Abbrems-Steuer-Relaisspule (25a), welche eine Abbrems-Reduzierungs-Steuerung durch den Abbrems-Reduzierungs-Bremssteuerteil (19, 20), durch energetisiert werden, in der Sicherheitsschaltung angeordnet ist; und
    die Abbrems-Steuer-Relaisspule (25a) mit dem Deaktivierungskontakt (41a, 42a, 43a, 44a, 45a) in Serie verbunden ist und mit dem Aktivierungskontakt (46, 47, 48) parallel verbunden ist.
  3. Aufzugvorrichtung nach Anspruch 1, wobei:
    ein Kontakt (45a) eines Kabinentürschalters (45), welcher offen ist, wenn sich eine Kabinentür öffnet, in den Deaktivierungskontakten (41a, 42a, 43a, 44a, 45a) beinhaltet ist.
  4. Aufzugvorrichtung nach Anspruch 1, wobei:
    ein Kontakt (44a) eines Geschwindigkeitreglerschalters (44), welcher offen ist, wenn eine überhöhte Geschwindigkeit der Kabine (1) erfasst wird, in den Deaktivierungskontakten (41a, 42a, 43a, 44a, 45a) beinhaltet ist.
  5. Aufzugvorrichtung nach Anspruch 1, wobei:
    ein Kontakt (43a) eines Kabinenpositionserfassungsschalters (43), welcher in einer Endebene-herbeigeführte-Abbremsung-Vorrichtung in den Deaktivierungskontakten (41a, 42a, 43a, 44a, 45a) beinhaltet ist.
  6. Aufzugvorrichtung nach Anspruch 1, wobei:
    ein Kontakt (41a, 42a) eines Endschalters (41,42), welcher in einer Umgebung einer Endebene eines Schachts installiert ist, in den Deaktivierungskontakten (41a, 42a, 43a, 44a, 45a) beinhaltet ist.
EP06833967.0A 2006-12-05 2006-12-05 Aufzugssystem Expired - Fee Related EP2090540B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2006/324212 WO2008068840A1 (ja) 2006-12-05 2006-12-05 エレベータ装置

Publications (3)

Publication Number Publication Date
EP2090540A1 EP2090540A1 (de) 2009-08-19
EP2090540A4 EP2090540A4 (de) 2013-09-18
EP2090540B1 true EP2090540B1 (de) 2016-05-11

Family

ID=39491760

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06833967.0A Expired - Fee Related EP2090540B1 (de) 2006-12-05 2006-12-05 Aufzugssystem

Country Status (5)

Country Link
EP (1) EP2090540B1 (de)
JP (1) JP5031767B2 (de)
KR (1) KR101080566B1 (de)
CN (1) CN101522552B (de)
WO (1) WO2008068840A1 (de)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102177082B (zh) 2008-12-12 2013-09-25 三菱电机株式会社 电梯的安全电路装置
JP5312571B2 (ja) * 2009-03-04 2013-10-09 三菱電機株式会社 エレベータ装置
CN101492138B (zh) * 2009-03-12 2011-02-16 石家庄五龙制动器有限公司 电梯制动系统的控制电路及控制方法
WO2010125689A1 (ja) * 2009-05-01 2010-11-04 三菱電機株式会社 エレベータ装置
EP2436635A4 (de) 2009-05-27 2015-06-10 Mitsubishi Electric Corp Aufzugsvorrichtung
CN102712444B (zh) * 2009-12-15 2014-10-29 三菱电机株式会社 电梯装置
WO2011146075A1 (en) * 2010-05-21 2011-11-24 Otis Elevator Company Braking device
JP5462836B2 (ja) * 2011-06-06 2014-04-02 株式会社日立製作所 エレベーター用制動装置及びエレベーター
AU2012297033B2 (en) * 2011-08-16 2017-06-29 Inventio Ag Triggering of a lift brake in an emergency situation
CN106629308A (zh) * 2016-12-28 2017-05-10 日立电梯（中国）有限公司 电梯及其防开门剪切装置

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56117966A (en) * 1980-02-21 1981-09-16 Mitsubishi Electric Corp Controller for brake of elevator
JPH0729746B2 (ja) * 1984-01-11 1995-04-05 株式会社日立製作所 エレベ−タ−の非常停止制御装置
JPH04153174A (ja) * 1990-10-02 1992-05-26 Mitsubishi Electric Corp 斜行エレベータの制御装置
JPH07157211A (ja) 1993-12-03 1995-06-20 Mitsubishi Electric Corp エレベーターのブレーキ装置
JPH107350A (ja) 1996-06-24 1998-01-13 Toshiba Corp エレベータの安全装置
JP4267335B2 (ja) * 2003-01-30 2009-05-27 三菱電機株式会社 エレベータの制動制御装置

Also Published As

Publication number Publication date
EP2090540A1 (de) 2009-08-19
KR101080566B1 (ko) 2011-11-04
WO2008068840A1 (ja) 2008-06-12
CN101522552A (zh) 2009-09-02
JP5031767B2 (ja) 2012-09-26
JPWO2008068840A1 (ja) 2010-03-11
CN101522552B (zh) 2012-02-22
EP2090540A4 (de) 2013-09-18
KR20090057087A (ko) 2009-06-03

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