EP2539266A1 - Système d'alimentation en énergie pour élévateurs à pignon et crémaillère et procédé d'alimentation en énergie de ces élévateurs - Google Patents

Système d'alimentation en énergie pour élévateurs à pignon et crémaillère et procédé d'alimentation en énergie de ces élévateurs

Info

Publication number
EP2539266A1
EP2539266A1 EP11747796A EP11747796A EP2539266A1 EP 2539266 A1 EP2539266 A1 EP 2539266A1 EP 11747796 A EP11747796 A EP 11747796A EP 11747796 A EP11747796 A EP 11747796A EP 2539266 A1 EP2539266 A1 EP 2539266A1
Authority
EP
European Patent Office
Prior art keywords
load carrier
energy
power
electric motor
power supply
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.)
Granted
Application number
EP11747796A
Other languages
German (de)
English (en)
Other versions
EP2539266A4 (fr
EP2539266B1 (fr
Inventor
Jonny Eliasson
Lars Cederblad
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.)
Alimak Group Sweden AB
Original Assignee
Alimak Hek AB
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 Alimak Hek AB filed Critical Alimak Hek AB
Publication of EP2539266A1 publication Critical patent/EP2539266A1/fr
Publication of EP2539266A4 publication Critical patent/EP2539266A4/fr
Application granted granted Critical
Publication of EP2539266B1 publication Critical patent/EP2539266B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B66B1/302—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor for energy saving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/02—Kinds or types of lifts in, or associated with, buildings or other structures actuated mechanically otherwise than by rope or cable
    • B66B9/022—Kinds or types of lifts in, or associated with, buildings or other structures actuated mechanically otherwise than by rope or cable by rack and pinion drives

Definitions

  • the present invention concerns a power supply system for rack and pinion lifts according to the introduction to claim 1.
  • the present invention concerns also a method for the power supply for rack and pinion lifts according to the introduction to claim 12.
  • the invention includes also the use of a DC bus for lifts as specified in claim 20.
  • the power that is required to drive transport means, such as lifts, for persons or goods between floors in buildings varies, depending on a number of factors such as, for example, the instantaneous load on the lift, its speed, the direction of travel and in which part of the transport cycle the lift is currently operating. It is important that the power requirement be reduced as far as possible not only to reduce the installation and operating costs of the lift, but also to reduce the dimensions and space required for the power supply system of the lift.
  • a rack and pinion lift comprises in general a load carrier such as a lift car that can be driven along a track by means of electric motors and cogged wheels, which track is normally in the form of a mast provided with a cogged rod.
  • the electric motors that are referred to are normally of three-phase type with a rated voltage of 380-500 V and a frequency of 50 or 60 Hz. The motors offer soft starting and stopping by the use of frequency control.
  • the electric motor for a rack and pinion lift is supported immediately by the lift car, as is also the control and operating unit for controlling the lift. This means that the rack and pinion lifts differ from conventional lifts in that the lift car carries its own drive unit and the associated control and operating unit for the control of the electric motor.
  • An electrical power line such as electrical conductors surrounded by insulating material, passes from a unit at ground level up to the lift car for power supply to the electric motors.
  • the electrical power line is arranged, with the aid of a cable trolley or similar guided along the mast, to follow with an adapted length the lift car upwards and downwards along the mast, suspended under the lift car. It should be understood that, as the lift car carries its own drive unit supply, the electrical power line must be extended and shortened as the lift car moves along the mast.
  • the lifts are, on the other hand, becoming evermore higher and it has proved to be the case that the weight of the electrical power line, for lift heights up to 400-500 m and in certain cases even higher, becomes so great that it influences the loading capacity of the lift.
  • the extension of the electrical power line as the lift car moves along the mast creates also difficulties with housing the complete cable length, in particular, when the power cable is to supply powerful motors with the current they require.
  • the length, stiffness and deadweight of the electrical power line constitute problems, whereby the relatively heavy-duty electrical power line that accompanies the lift car becomes difficult to control and to carry.
  • Rack and pinion lifts normally lack this possibility and the potential energy must be continuously overcome by the power supply system, which, of course, places considerable demands on this system. Enormous amounts of energy are generated when a rack and pinion lift car moves downwards along the mast during braking (retardation). The potential energy that is in this way released by the lift car is normally converted to heat energy in separate resistances (braking resistances) or it is fed back into the mains power network by a process known as "regenerative braking". It should be realised that a rack and pinion lift produces a considerably greater amount of energy during its motion downwards than conventional lifts provided with counterweights produce, due to the absence of a counterweight. Previous attempts to equip rack and pinion lifts with counterweights have been less than successful, mainly as a result of complicated designs and the extra work that the counterweight arrangement introduces during the tasks of mounting and demounting the lift.
  • Figures 1 and 1a show how three-phase alternating current is fed to a transformer
  • a three-phase electric motor 103, 104 supported by a first and a second lift car 101 , 102 is supplied with electrical energy.
  • the lift cars 101 , 102 are rack and pinion cars and they can be driven along a mast 105 through the interaction between a cogged wheel 111 driven by the relevant electric motor 103, 104 and a cogged rod 112 arranged on the mast.
  • the selected speed during raising and lowering is controlled through appropriate frequency conversion of the electric motor 103, 104.
  • FIG 2 shows an example in which a diesel-powered unit 125 intended to be used as a source of power is a component of the main power generator 120.
  • the diesel-powered unit 125 is mechanically coupled to an AC power generator 126.
  • the AC alternating current that is produced by the power generator 126 supplies the electric motors 103, 104 of the relevant lift car with AC alternating current through an electrical power line 113' and from this point the system is the same as that described in Figure 1.
  • an inverted flow of AC alternating current is generated in the motor.
  • a first principal aim of the present invention is to achieve a more efficient power supply system for rack and pinion lifts not least with the aim of reducing energy consumption and the rated power requirement for the generator system.
  • a second aim is to achieve a system that facilitates the housing and the weight from the electrical power line that supplies the electric motors with power and extends from the unit at ground level to the lift car.
  • a third aim of the invention is to achieve a power supply system for rack and pinion lifts that is simple to use together with a freely chosen type of main power generator, that can regain and store a considerable amount of energy through generative braking when the lift car moves downwards which can be used later, and in particular during the instant of starting, i.e. during the initial part of the transport cycle when the lift car is accelerated.
  • a further aim of the invention is to achieve a method that allows a more efficient power supply of rack and pinion lifts and that the requirements placed on the generator system that is used can be reduced.
  • These aims of the invention are achieved through a power supply system that demonstrates the distinctive features and characteristics that are stated in claim 1 , a method that demonstrates the distinctive features and characteristics that are stated in claim 12 and the use of a DC bus as power cable for the power supply of rack and pinion lifts as specified in claim 20.
  • a DC bus as a component of a power cable for the power supply of the drive machinery from the ground level
  • it makes it possible to transport power with lower resistance losses and dielectric losses than those experienced using alternating current at corresponding powers.
  • the advantages become particularly large if the driving current in this case is constituted by a high-voltage DC current.
  • a typical DC transmission cable includes conductors and an insulating layer.
  • An AC voltage also gives rise to capacitance losses, which can be avoided with a DC direct current as the driving current.
  • a further advantage of using a DC bus architecture with a positive and a negative side is that it makes it possible to connect different types of electrical equipment in parallel directly to the power supply system in a freely chosen manner, such as an energy storage system, alternative power-generating main power networks, and a braking resistance directly to the mains power network.
  • the electrical drive motors 3, 4 of the lift cars 1, 2 may in one design be selected from a group consisting of frequency-controlled motors, AC current motors, and DC current motors.
  • the power-generating main network 12 may, in an alternative design, comprise a source of power 15, 25 selected from any one of the following: diesel engines, turbine engines, Stirling engines, Otto engines, fuel cells, solar cells, AC electrical networks, wind turbines, and combinations of these.
  • the control unit may, in an alternative design, be selected from any one of the following: an analogue unit, a programmable logic controller (PLC), and a computer.
  • PLC programmable logic controller
  • Figure 1 shows schematically a block diagram of a prior art power supply system, connected to the mains power network, for rack and pinion lifts arranged in pairs that can be driven along a common mast, known as a "double car",
  • Figure 1a shows a view from the front and in greater detail of the drive unit that is a component of a rack and pinion lift of the type shown in Figure 1
  • Figure 2 shows schematically a block diagram of the power supply system according to Figure 1 but now in a design with a generator unit powered by a diesel engine, also known as a "generator system"
  • Figure 3 shows schematically a block diagram of a power supply system according to the invention that is connected to a mains power network for the power supply of rack and pinion lifts that are arranged in pairs and that can be driven along a common mast (known as a "double car"),
  • FIG 4 shows schematically a block diagram of the power supply system according to Figure 3 but now in a design with a generator unit powered by a diesel engine, also known as a "generator system",
  • FIG. 5 shows in a schematic form a block diagram of a power supply system according to Figure 3, but with an energy storage system in the form of a supercondensor,
  • Figure 6 shows in a schematic form a block diagram of a power supply system according to Figure 3, but with an energy storage system in the form of a battery,
  • Figure 7 shows schematically in the form of a graph the energy requirement of a prior art rack and pinion lift at various stages A-F of a transport cycle
  • Figure 8 shows schematically in the form of a graph equivalent to Figure 7 the energy requirement during the use of a power supply system according to the present invention.
  • each lift comprises a load carrier in the form of a lift car that can be driven, by means of an electric motor 3, 4 supported by this lift car and a transmission with a shaft that can be rotated and that interacts with a cogged wheel, along a track in the form of a mast 5 provided with a cogged rod (see Figure 1a).
  • Each lift car 1 , 2 supports a converter 6, 7 for the conversion of DC to AC adapted for driving the electric motor.
  • the said relevant electric motor be of three-phase type, having, for example, a rated voltage of 380-500 V and a frequency of 50 or 60 Hz.
  • the present power supply system is shown in Figures 3-5 incorporated as a component of the two prior art designs that are shown in Figures 1 , 1a and 2.
  • An energy storage system denoted generally by the reference number 10 is a component of the power supply system, which, with an energy store 1 1 located at ground level, can absorb and store energy that is produced through regenerative operation when one of the lift cars 1 , 2 is retarded during motion downwards along the mast 5, i.e. when the potential energy is reduced and converted to electrical energy in the electric motor.
  • the electric motor is supplied with the energy stored in the energy store 1 1 in order to achieve an increase in the potential energy of the lift car.
  • any further energy that is required is taken, either from a principal power network that generates power and that is denoted generally by the reference number 12, which may, for example, be constituted by an electrical power network located at ground level or from the diesel-powered unit and the associated power generator shown in Figure 2.
  • Electrical power is supplied to the electric motors 3, 4 during the motion of the lift cars 1 , 2 upwards along the mast 5, whereby the potential energy of the lift cars increases, and electrical power is produced through regenerative braking of the electric motor during the motion of the lift cars 1 , 2 downwards along the mast, whereby the potential energy is reduced.
  • ground level is here used to denote generally the lowest level located along a track on which a lift car is normally located or the lower level from which electrical power is led up to the drive machinery of the lift car.
  • the energy storage system 10 is shown in Figures 3 and 4 surrounded by a dash- dot line and connected in parallel to a DC bus with a positive side 13 and a negative side 13'.
  • the principal power network 12 that produces power is also connected to the positive and negative sides 13, 13' of the DC bus.
  • the said principal power network 12 that produces power includes generally a mains power network 15 from which three-phase alternating current is fed to a transformer 16, to be transformed down to a suitable level of voltage. The alternating current is converted to a DC direct voltage by a converter 16 that is connected to the DC bus 13, 13' mentioned above.
  • the three-phase AC drive motors 3, 4 of the relevant lift cars 1 , 2 are connected to the DC bus 13, 13' through converters 6, 7 and through a DC power cable or transmission cable 14 that extends between the said converters and the DC bus. It would be possible, as an alternative, that the DC power cable or transmission cable 14 be constituted by a current rail or similar attached to the mast 5 and running along it. As Figure 1 makes clear, it can be selected that the drive motors 3, 4 obtain current either from the energy storage system 10 or from the principal power network 12 that produces power, or as a combination of power from the said two power supplies.
  • control system 34 for example a programmable logic controller, a PLC, or a computer that is placed in connection with the relevant converters 6, 7, 17, 20 by channels 35, 36, 37, 38] in the form of, for example, a radio link 35 or wired connection.
  • the power system described and shown here contains also a dynamic brake resistance 18 that can be connected by means of a switch 19 such that energy that has been produced by generative braking will be returned to the DC bus when one of the lifts 1 , 2 moves downwards along the mast 5 and its potential energy is reduced, and it can then be selected whether this energy is to be led either to the braking resistance in order to be dissipated as heat or to the energy storage system 10 to be stored and used later. It would be appropriate for monitoring and surveillance of the voltage levels of the DC bus that it should be possible to arrange to what is known as a "buck-boost" circuit or similar between the DC bus 13, 13' and the energy storage system 10.
  • the energy storage system 10 comprises a converter 20, a three-phase induction motor 21 and an energy storage 11 in the form of a flywheel 22.
  • the induction motor 22 may be constituted by, for example, a traction motor, i.e. a three-phase synchronous motor with permanent magnets.
  • the AC alternating current that is generated from the lift motor is thereby converted to DC direct current through the converter 6, 7, which direct current is led after passage through the DC bus to the energy storage system 10, which receives and stores the potential energy that has been received as kinetic energy in the flywheel 22 that is used in the energy store 1 1 , through the flywheel being accelerated by means of the motor 21.
  • the kinetic energy in the flywheel 22 can, when power is needed, be converted subsequently to electrical energy, which can be used by one of the two lifts 1 and 2.
  • FIG. 4 shows the principal power network 12 that produces power in an alternative design where a diesel-powered unit 25 is used as a source of power.
  • the diesel-powered unit 25 is mechanically coupled to an AC power generator 26.
  • the AC alternating current that is supplied by the power generator 26 is converted to DC direct current by means of a converter 27 and is led into the DC bus through the positive 13 side and the negative side 13'.
  • Figure 5 shows the energy storage system 10 in an alternative design comprising an energy store 1 1 in the form of a supercondensor 27 in which the potential energy that is obtained during the motion downwards of one of the lift cars 1 , 2 along the mast 5 and generative braking can be stored.
  • a diode 28 and a charge switch 29 are present in a first branch whereby the branch is connected in parallel across the positive side 13 and the negative side 13' of the DC bus.
  • a second branch is present with a switch 30 that causes when closed the supercondensor 27 to be discharged.
  • the diode 28 allows current to pass only in a direction that leads to charging of the supercondensor 27, whereby discharge cannot take place through the said first branch, which contains the diode 28.
  • the voltage of the supercondensor 27 increases such that it eventually exceeds the voltage across a condensor 31 that is component of the DC bus. Since the voltage across the supercondensor 27 is higher than the voltage across the condensor 31 of the DC bus, the supercondensor can be connected for the delivery of power to one of the drive motors 3, 4 of the lifts 1 , 2 through the relevant converter 6, 7, which takes place in practice through the second branch being closed by means of the switch 30.
  • FIG. 6 shows the energy storage system 10 in an alternative design comprising an energy store 11 in the form of a battery 32 that is controlled by means of a switch 33 for the storage of energy and the delivery of the said energy in the form of a DC direct current.
  • Block A corresponds to the electricity consumed during acceleration of the lift car 1 , 2 to a predetermined speed in a direction of motion upwards along the mast 5.
  • Block B corresponds to the power consumption when the lift car 1 , 2 increases its potential energy through moving at a constant speed upwards along the mast.
  • Block C corresponds to the energy consumption during retardation and stop of the lift car 1 , 2.
  • Block D represents the inverse power or the return of potential energy for storage during acceleration downwards of the lift car 1 , 2.
  • Block E represents inverse energy consumption during motion at constant speed downwards and block F represents the inverse energy during retardation and stop of the lift car 1 , 2 during downwards motion.
  • Figure 8 shows graphically the power consumption that can be achieved according to the principles of the present invention whereby the power consumption is illustrated as constant with time in the hatched block and is obtained through stored potential energy from regenerative motor operation being recycled as power that is superimposed on the power that is consumed in Figure 7.
  • the graph is intended to give an example of how residual power that is recycled and stored in the energy storage system 10 that has been obtained during braking of the lift car during its motion downwards and that is stored as transferred potential energy in, for example as kinetic energy of the flywheel 22 of the energy storage system, can be returned at times during the transport cycle of the lifts 1 , 2 when the power that is required is at its greatest, for example, at the instant of starting when the lift car is accelerated.
  • the collected energy in the power supply system can be regarded as a constant, as is stated by the general laws of thermodynamics, whereby the only energy that is consumed is the energy that is lost due to the appearance of mechanical and electrical losses.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Structural Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Elevator Control (AREA)

Abstract

L'invention porte sur un système d'alimentation en énergie pour un élévateur du type dans lequel une machinerie d'entraînement est supportée par un support de charge (1, 2) et entraîne le support de charge au moyen d'une roue dentée et d'une barre dentée le long d'une voie prévue sur un mât (5), et dans lequel la machinerie d'entraînement du support de charge est alimentée en énergie par une unité au sol. Pour obtenir un système plus efficace, l'invention est caractérisée par : a) un moteur électrique (3, 4) actionné électriquement, qui est un composant de la machinerie d'entraînement agencé pour entraîner le support de charge (1, 2) dans un premier sens et un second sens le long du mât (5) et pour générer de l'énergie électrique pendant l'entraînement du support de charge dans un second sens, opposé, par une opération de récupération du moteur électrique, b) un système d'accumulation d'énergie (10) qui est un composant de l'unité au sol, qui comprend un accumulateur d'énergie (11) pour l'accumulation de l'énergie, c) un réseau électrique principal (12) disposé au sol, d'où de l'énergie électrique peut être tirée, d) un bus de transfert d'énergie (13, 13') avec lequel il est possible de transférer de l'énergie électrique entre la machinerie d'entraînement du support de charge (1, 2), le système d'accumulation d'énergie (10) et le réseau électrique principal (12) qui produit de l'énergie, e) un système de commande et de contrôle (17) destiné à contrôler et commander les flux d'énergie électrique entre le moteur électrique (3, 4) du support de charge, l'accumulateur d'énergie (11) au sol et le réseau électrique principal (12).
EP11747796.8A 2010-02-26 2011-02-24 Système d'alimentation en énergie pour élévateurs à pignon et crémaillère et procédé d'alimentation en énergie de ces élévateurs Active EP2539266B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1050181A SE536861C2 (sv) 2010-02-26 2010-02-26 Kraftförsörjningssystem vid kuggstångsburna hissar och förfarande för framställning av ett sådant kraftförsörjningssystem
PCT/SE2011/050213 WO2011105959A1 (fr) 2010-02-26 2011-02-24 Système d'alimentation en énergie pour élévateurs à pignon et crémaillère et procédé d'alimentation en énergie de ces élévateurs

Publications (3)

Publication Number Publication Date
EP2539266A1 true EP2539266A1 (fr) 2013-01-02
EP2539266A4 EP2539266A4 (fr) 2016-01-13
EP2539266B1 EP2539266B1 (fr) 2019-09-18

Family

ID=44507099

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11747796.8A Active EP2539266B1 (fr) 2010-02-26 2011-02-24 Système d'alimentation en énergie pour élévateurs à pignon et crémaillère et procédé d'alimentation en énergie de ces élévateurs

Country Status (4)

Country Link
EP (1) EP2539266B1 (fr)
ES (1) ES2761327T3 (fr)
SE (1) SE536861C2 (fr)
WO (1) WO2011105959A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012012619A1 (de) * 2012-06-26 2014-01-02 Liebherr-Elektronik Gmbh Vorrichtung und Verfahren zur elektrischen Energieversorgung einer industriellen Anlage
EP3223420B1 (fr) * 2016-03-22 2020-05-06 Siemens Aktiengesellschaft Système de convertisseur de courant destiné au freinage fiable d'un système d'entrainement
US11873190B2 (en) 2018-09-18 2024-01-16 Inventio Ag System for conveying passengers, method for optimizing the operation of a system for conveying passengers
EP3733578A1 (fr) * 2019-05-03 2020-11-04 Otis Elevator Company Entraînement régénératif
CN115380462A (zh) * 2019-12-31 2022-11-22 苏莱曼·图纳·汉恩·塔什奇 重力发电系统

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Publication number Priority date Publication date Assignee Title
JPH1192059A (ja) * 1997-09-19 1999-04-06 Ohbayashi Corp 建設用リフト
JP4347982B2 (ja) * 2000-02-28 2009-10-21 三菱電機株式会社 エレベーターの制御装置
JP2003238051A (ja) 2002-02-15 2003-08-27 Sansei Kenki Kk 工事用エレベーター
US8220590B2 (en) * 2007-01-11 2012-07-17 Otis Elevator Company Thermoelectric thermal management system for the energy storage system in a regenerative elevator
ES2437624T3 (es) * 2008-08-15 2014-01-13 Otis Elevator Company Control de almacenamiento para corriente y energía de línea para un grupo tractor de ascensor

Non-Patent Citations (1)

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Title
See references of WO2011105959A1 *

Also Published As

Publication number Publication date
EP2539266A4 (fr) 2016-01-13
EP2539266B1 (fr) 2019-09-18
WO2011105959A1 (fr) 2011-09-01
SE536861C2 (sv) 2014-10-07
SE1050181A1 (sv) 2011-08-27
ES2761327T3 (es) 2020-05-19

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