EP2714570B1 - Elevator shaft closure having an elevator control assembly and elevator system comprising said elevator shaft closure - Google Patents

Description

The invention relates to the door frame of a lift shaft conclusion, wherein in a chamber of the door frame an elevator control arrangement is arranged.

The EP 1 518 815 A1 discloses an elevator shaft termination of a building having a door frame mounted in the building and having movable doors. The elevator shaft closure separates an elevator shaft of the building from a floor of the building, wherein a lift control arrangement is arranged in a chamber of the door frame. The arrangement of the elevator control arrangement within the door frame is made possible inter alia by the fact that the elevator control arrangement can be made smaller today and the power consumption and the resulting waste heat could be reduced and thus, for example, no space-consuming ventilation systems are required. An elevator control arrangement comprises as in EP 1 518 815 A1 discloses an elevator control unit and means for mounting and protecting the elevator control unit. The elevator control assembly is therefore as a whole component with a few simple steps in an elevator system and expandable.

The elevator control unit essentially comprises assemblies which are required for the control and / or regulation of the elevator installation. Furthermore, such an elevator control unit can contain the necessary interfaces and input modules for the service of the elevator installation and the diagnostics and can have a power supply unit for the voltage supply.

Türzargenelemente of elevator systems should not dominate because of their dimensions and therefore have very small cross-sections. In existing elevator systems, the dimensions of these sections are rarely more than 0.1 m x 0.15 m.

In elevator systems whose elevator motor is usually arranged in the elevator shaft itself. For operation of the elevator motor power electronics is also required, which is controlled by control signals of the elevator control unit. The im Elevator shaft arranged elevator motor is connected via the power electronics to the power grid. In most cases, in elevator installations of this type, the elevator control arrangement is located in an area of an elevator shaft termination. The power electronics unit is usually part of a frequency converter, which is usually arranged in the elevator shaft in the vicinity of the elevator motor. This is because power electronics units generate significantly waste heat. Furthermore, their electrical and / or magnetic fields, or electrical and / or magnetic waves can disturb the elevator control unit sensitively. In addition, electromechanical contactors are arranged in the elevator shaft between the power electronics and the power grid, which cause considerable switching noise. Also inductors of the power electronics generate considerable operating noise, which is why this noise is preferably arranged because of the power electronics in the elevator shaft. However, this arrangement requires a high installation cost and material costs.

The object of the present invention is to provide a door frame with an elevator control arrangement, which is easy to maintain and to control and which requires a low installation cost and material costs.

This object is achieved by a door frame with an elevator control arrangement, or by an elevator shaft closure with the door frame according to the invention and by an elevator system with at least one elevator shaft according to the invention.

Preferred developments of the door frame, in which an elevator control arrangement according to the invention is arranged, are defined by the respective dependent claims.

A door frame of a lift shaft closure has a chamber in which an elevator control arrangement is arranged. The elevator shaft closure separates a lift shaft of a building from one floor of the building. According to the invention, the elevator control arrangement includes an elevator control unit and at least one power electronics unit which can be connected to an elevator motor.

The design of the chamber depends on the choice of profile cross-sections, which have the Türzargenelemente. If the door frame is formed from tubular profiles, the chamber is arranged in the interior of the Türzargenprofils. If the door frame is formed from angle sections and / or U-profiles, a side wall of the chamber may also be formed by the masonry of the building. To facilitate the maintenance, the elevator control arrangement is usually installed in a vertical Türzargenelement or in the door jamb. The chamber volume is very limited by the small cross section of the door frame of less than or equal to 0.1 m x 0.15 m.

The disadvantages listed below have touched on the prejudices that the integration of the power electronics unit in an elevator control arrangement, which is arranged in the chamber of a door frame, is widely rejected by the art. The waste heat of individual electronic components of the elevator control arrangement, in particular the electronic components of the power electronics unit in the spatially narrow chamber of the door frame could lead to the reliability of these and other electronic components of the elevator control arrangement being impaired. Heat build-up can overheat and destroy the electronic components, or waste heat can cause the electronic components to operate outside the allowable operating temperature, resulting in errors in the processing of signals. Furthermore, operators, building dwellers and users of a lift system are very unpopular with excessive operating noise from contactors and inductors when they are audible on the floor.

However, the advantages of integrating the power electronics unit in the elevator control system are manifold. First, the cost is significantly reduced, since only a wiring of the engine with the elevator control system and the elevator control system must be connected to the electrical grid. Furthermore, no separate power supply line between the elevator control arrangement and the power grid is necessary because the power supply of the elevator control system feeds the elevator control unit and the power electronics unit. Secondly, already at the end of the factory assembly of the elevator control arrangement, the elevator control unit and the power electronics unit can be matched and adjusted to one another. Furthermore, the entire elevator control arrangement can be tested in the factory. this leads to In addition to the need for elaborate adjustments during installation, repair or maintenance of the elevator system. With a few simple steps, the entire elevator control arrangement and thus according to the invention the elevator control unit and the power electronics unit can be replaced.

The inventive integration of the power electronics unit in the elevator control arrangement overcomes the prejudice that the heat development of the power electronics unit and their emission of interference influences are too large to be arranged with the elevator control unit in a confined space in the chamber of the door frame. Since the waste heat is removed by suitable means in the elevator shaft and the units are cleverly arranged in the elevator control arrangement using the surrounding components, integration is possible. Furthermore, by the skillful arrangement of the components taking advantage of the surrounding components of the air duct existing in the elevator shaft to dissipate the waste heat used. This draft arises in particular by the movements of one or more elevator cars and balancing weights in the elevator shaft.

The dissipation of the waste heat should not take place over the door frame itself, otherwise it would heat up. By dissipating the waste heat in the elevator shaft, the door frame approximately at room temperature and the user is not disturbed by a heated door frame. Of course, the waste heat of the elevator control unit in the elevator shaft can be removed.

The elevator control arrangement is preferably also accessible from the elevator shaft. To achieve this, the door frame in the region of the chamber may include a directed against the elevator shaft opening. The elevator control arrangement has a main carrier on which the elevator control unit and the power electronics unit are arranged. When installed, the opening is closed by the main beam. The opening must be closed, so that no fire gases can penetrate and in case of fire, the fire does not spread over the elevator shaft and the opening in the door frame in the floors. The feature "arranged on the main carrier" means that the unit is arranged in the immediate vicinity of the main carrier. The power electronics unit and the elevator control unit therefore need not necessarily be on the surface of the Main carrier rest. They can be connected by means of spacers to the wall or, for example, be held by a mounting bracket attached to the main carrier at a defined distance parallel to the wall.

A first way to dissipate the waste heat in the elevator shaft is that in the main carrier at least one breakthrough is arranged. Through this breakthrough, a heat sink of an electronic component of the power electronics unit, the elevator control unit or a radiator of a cooling system extends into the elevator shaft when the main carrier is installed in the door frame. In order to prevent the propagation of combustion gases through the elevator shaft, the at least one opening of the main carrier is closed in a gas-tight manner by the heat sink, radiator or sealing elements passing therethrough.

The second way to dissipate the waste heat in the elevator shaft is that at least one heat sink of an electronic component of the power electronics unit, the elevator control unit or the radiator of a cooling system is thermally conductively connected to the main carrier and its waste heat transmits to this. The main carrier itself has a high thermal conductivity and includes cooling fins, which are directed towards the elevator shaft, when the main carrier is installed in the door frame. So that the waste heat is not transferred to those Türzargenteile which are facing the floor, may be between the contact surfaces of Türzargenteile and the main carrier an insulating material, such as a heat-resistant, the edges of the opening circumferential seal. The heat sink of an electronic component or the radiator of a cooling system may have any shape suitable for transferring heat to the main carrier. For example, the heat sink or cooler may have a flat, smooth contact surface, which is pressed by suitable fastening means against a flat, smooth contact surface of the main carrier. In the case of heat sinks and radiators extending through the main support, they can of course have cooling fins extending into the elevator shaft.

In the present document by cooling system is to be understood a device which is arranged in the chamber and the heat transport of the waste heat of electronic components of the elevator control arrangement to the main carrier and one by the Main carrier supported by radiator. Preferably, cooling systems are used, which work as quiet as possible. Such a cooling system may be, for example, a heat pipe, a pump-driven coolant circuit or a Peltier element. The Peltier element could for example be operated with the braking energy of the elevator motor, instead of destroying it via a braking resistor. Of course, a connected to the water network of the building flow cooling system could be integrated into the main carrier, but this makes little sense for economic and environmental reasons.

Since the cooling ribs of the main carrier or the cooling fins of the heat sink or radiator extend into the elevator shaft, they are detected by the drafts of at least one elevator car driving elevator car and efficiently cooled. In order to make better use of the cooling effect of the draft, whose flow direction takes place substantially in the longitudinal extent of the elevator shaft, the cooling ribs of the main carrier or the cooling fins of the heat sink or radiator can be designed and arranged in a suitable manner. For example, these may be arranged in their longitudinal extent at an angle between 1 ° and 60 ° to the direction of movement of the elevator car arranged in the elevator car.

Preferably, the chamber has electrically conductive chamber walls which are part of the mutual shielding of electrical and / or magnetic fields and electrical and / or magnetic waves of the elevator control unit and the power electronics unit. If the door frame is made of an electrically conductive tube profile, this is already given. Optionally, in the chamber shielding and / or Abschirmfolien be arranged when one side of the chamber is limited by the masonry of the building.

Part of the mutual shielding means that the conductive chamber wall contributes to the shielding of the electromagnetic interference influences of the other units, but this does not necessarily completely accomplished. By a clever arrangement of the elevator control unit and the power electronics units on the main carrier, the number of additional shielding means can be minimized. By "unit" is not necessarily meant a physical unit, for example, a power electronics unit can also several, by connecting lines with each other connected and equipped with electronic components printed circuit boards include. The term "unit" thus refers to the function of a component or a group of components. The same applies to the elevator control unit or to a power supply unit.

For example, an electrically conductive shielding cover, a shielding hood, a shielding housing or at least one intermediate chamber wall can serve as the shielding means. The power electronics unit and / or the elevator control unit may be completely enclosed with electrically conductive parts serving as shielding means. An exception may be the projecting into the cooling air duct heat sink or radiators, which should be in order for optimum heat dissipation with the cooling air flow in touch. Of course, the electrically conductive walls can be made of sheet steel, aluminum or a soft magnetic nickel-iron alloy of high magnetic permeability or coated with these materials.

• ein Netzteil (Transformator mit Gleichrichter) zur Versorgung der Aufzugssteuerungseinheit,
• ein Netzteil zur Versorgung von Batterien,
• eine weitere Leistungselektronikeinheit, beispielsweise zur Rückspeisung der vom Aufzugsmotor erzeugten elektrischen Energie in ein Stromnetz.
  Selbstverständlich ist die zweite Leistungselektronik nur dann notwendig, wenn die erste Leistungselektronik nicht rückspeisefähig ist oder deren rekuperierte elektrische Energie zur Ladung von Batterien herangezogen wird. Die Bremsenergie des Aufzugsmotors wird somit nicht einfach mittels Heizwiderständen in Wärme umgewandelt, sondern genutzt. Alle vorangehend aufgeführten Einheiten erzeugen ebenfalls erhebliche Abwärme in der engen Kammer, so dass auch deren Abwärme durch den Hauptträger oder durch den Hauptträger hindurchreichende Kühlkörper und/oder Radiatoren in den Aufzugschacht abgeführt werden muss.

In one development of the invention, at least one of the following units generating waste heat may be arranged on the main carrier:

• a power supply (transformer with rectifier) to supply the elevator control unit,
• a power supply for supplying batteries,
• another power electronics unit, for example, for feeding back the electrical energy generated by the elevator motor in a power grid.
  Of course, the second power electronics is only necessary if the first power electronics is not regenerative or their recuperated electrical energy is used to charge batteries. The braking energy of the elevator motor is thus not easily converted by means of heating resistors into heat, but used. All the units listed above also generate considerable waste heat in the narrow chamber, so that their waste heat must be dissipated by the main carrier or by the main carrier reaching through heatsink and / or radiators in the elevator shaft.

According to the European standard EN81, which defines the safety rules for the construction and installation of lifts, two independent switching elements are necessary to interrupt the flow of energy between the lift motor and the power grid. These switching elements can be, for example, contactors, which are preferably also arranged in the chamber of the door frame. Accordingly, the elevator control arrangement may comprise at least one contactor, which is arranged between the power grid and the power electronics unit. In order to minimize the switching noise of the at least one contactor, the elevator control arrangement may comprise a control device which regulates the supply voltage of the switching coil of the contactor in dependence on the current strength to be switched.

The power electronics unit for operating an elevator motor is preferably part of an electronic frequency converter. In principle, the power electronics of an electronic (static) frequency converter consists of a rectifier that feeds a DC or DC link, and an inverter powered by this DC link. Furthermore, the frequency converter may have further electronic components, for example a pulse width modulation for driving the inverter to generate its output frequency, memory modules for storing data, a power supply for supplying the further electronic components and the like.

The DC link consists of a capacitor for smoothing the DC voltage and an inductance for suppression. As a rectifier both uncontrolled and controlled bridges are used. The supply of the DC link can also be done with an active power factor correction (PFC) when using a controlled bridge. The inverter works exclusively with power electronic switches (controlled bridges). These may include transistors such as Metal Oxide Semiconductor Field Effect Transistors (MOSFETs), Insulated Gate Bipolar Transistors (IGBTs), or Integrated Gate Commutated Thyristors (IGCTs). The amount of the resulting output voltage and also its frequency can be controlled within wide limits.

To be able to brake, simple frequency inverters have a so-called brake chopper, which conducts the excess energy from the DC link into a braking resistor and converts it into heat. Otherwise, the intermediate circuit voltage would rise and destroy the capacitors.

However, there are also more complex, regenerative frequency converters that can feed the recorded regenerative braking power back into the power grid. Furthermore, there are cycloconverters (so-called matrix converters) in which each power supply phase can be connected directly to each phase of the load via semiconductor switches. The DC link with the DC size is thus eliminated. However, a direct director with thyristors can only produce output frequencies smaller than the input frequency. DC link inverters and direct converters with IGBTs, on the other hand, can also generate output frequencies that are above the input frequency. Direct converters are also capable of regenerative feedback.

Frequency converters generate strong electrical interference signals on the motor supply line, which not only can disturb other loads, but also lead to an increased insulation load in the motor. The motor supply line must often be screened to avoid noise emissions. Remedy can also create a so-called sine filter between the frequency converter and the elevator motor. Such sine-wave filters differ from a line filter in their lower cut-off frequency and higher load capacity.

If the frequency converter is able to transfer energy from the DC link to the motor in both directions of rotation and also back into the DC link during braking, this is called four-quadrant operation. Since the intermediate circuit due to its structure can only store a certain energy nondestructively, measures to reduce the stored energy must be taken. A variant that is usually used in low-cost frequency converters is the conversion of electrical energy into thermal energy with the already mentioned brake chopper, which is connected by an electronic switch. For larger amounts of energy, however, this method is not desirable for ecological as well as economic reasons. The waste heat of the brake Chöppers is also so large that it can not be accommodated in the chamber of the door frame. Regenerative frequency inverters are therefore particularly suitable for the present invention. You can transfer the energy from the DC link back to the power grid. All types of motors with regenerative frequency converters can thus be operated as a generator even at varying speeds. This is particularly interesting for drives of escalators and moving walks.

Instead of a second contactor, the required according to EN 81 two separation points between the power grid and the elevator motor can be realized by a contactor and by blocking motor-side IGBT. The contactor is located between the power grid and the frequency converter, the motor-side IGBT between the DC link and the elevator motor. To ensure the separation will be
the status of the contactor is queried via a positively driven auxiliary contact and the drive pulses of the motor-side IGBT are blocked. This functionality is not checked by hardware security elements but a software malfunction test (EN81 test).

• eine höhere Zuverlässigkeit beziehungsweise Kontaktsicherheit, da im Unterschied zum Schütz keine Kontakte verkleben können,
• keine Schaltgeräusche,
• weniger komplexe Verdrahtung (Leistung und Feinverdrahtung),
• Vereinfachung des EMV Konzeptes, der IGBT kann im Zwischenkreis direkt in die Leiterbahnen integriert werden.
• kleinerer Platzbedarf
• kleinerer Energiebedarf und demzufolge geringere Abwärmeentwicklung

The use of shooters can be completely dispensed with. To achieve this, the DC voltage circuit of the frequency converter can be controlled or controlled with a power electronic switch, preferably a DC link IGBT. For this purpose, a pulse width modulated signal of a signal generator is used. Instead of the contactor arranged between the frequency converter and the current source, the DC link IGBT can now be used to interrupt the energy flow. As required by EN 81, the two disconnection points are realized by blocking the DC link IGBT and by blocking the motor-side IGBT. To ensure double separation, firstly the voltage across the DC link IGBT and / or the current through it is measured and monitored, and the drive pulses are blocked for all IGBTs (DC link and motor side). The replacement of the contactors by a suitably designed frequency converter has outstanding advantages for the present invention:

• a higher level of reliability or contact reliability, since, in contrast to the contactor, no contacts can stick together,
• no switching noise,
• less complex wiring (power and fine wiring),
• Simplification of the EMC concept, the IGBT can be integrated directly into the interconnects in the DC link.
• smaller space requirement
• smaller energy requirement and consequently less waste heat

Another source of annoying noise may be choke coils. Their metal core usually consists of metal core sheets, which are braced to form a laminated core. But the tension is usually not sufficient to prevent mutual vibration of these metal core sheets when the choke coil is applied, for example, with alternating current. In order to keep the noise in the door frame as low as possible, the elevator control arrangement may have at least one choke coil whose metal core sheets are welded together or the gaps between the metal core sheets are filled with a Kunststoffvergussmasse.

An elevator shaft termination of a building has, as stated above, a door frame mounted in the building with a chamber in which the elevator control arrangement with integrated power electronics according to the invention or integrated frequency converter is arranged. On the door frame also movable doors are guided, which also belong to the elevator shaft closure. An elevator installation of a building has at least one elevator shaft termination with the elevator control arrangement according to the invention.

Figur 1:

einen Aufzugschachtabschluss in dreidimensionaler Ansicht mit einer Türzarge und einer erfindungsgemäßen Aufzugkontrollanordnung, angeordnet in einer Kammer der Türzarge;

Figur 2:

Türpfostenteile der Türzarge aus Figur 1 in dreidimensionaler Explosionsdarstellung, die die Kammer bilden sowie die erfindungsgemäße Aufzugkontrollanordnung in einer ersten Ausführung;

Figur 3:

die Türzarge in dreidimensionaler Ansicht mit Blickrichtung vom Aufzugschacht auf das Stockwerk, deren Türpfosten die in der Figur 2 gezeigten Türpfostenteile und die Aufzugkontrollanordnung in einer zweiten Ausführung beinhaltet, wobei die Ableitung der Abwärme in den Aufzugschacht sowohl über den Hauptträger als auch über einen Radiator erfolgt;

Figur 4:

in geschnittenem Aufriss eine in der Kammer der Türzarge eingebaute Aufzugkontrollanordnung in einer dritten Ausführung, wobei die Ableitung der Abwärme ausschließlich über den Hauptträger erfolgt;

Figur 5:

in geschnittenem Aufriss eine in der Kammer der Türzarge eingebaute Aufzugkontrollanordnung in einer vierten Ausführung, wobei die Ableitung der Abwärme ausschließlich über durch den Hauptträger hindurchreichende Kühlkörper und einen Radiator erfolgt;

Figur 6:

Prinzipschema eines Trennstellen- Frequenzumrichters in einer ersten Ausführung;

Figur 7:

Prinzipschema eines Trennstellen- Frequenzumrichters in einer zweiten Ausführung der rückspeisefähig ist.

The elevator shaft according to the invention or its door frame according to the invention is explained in more detail below with reference to examples and with reference to the drawings. Show:

FIG. 1:

a lift shaft conclusion in three-dimensional view with a door frame and a lift control arrangement according to the invention, arranged in a chamber of the door frame;

FIG. 2:

Door post parts of the door frame FIG. 1 in a three-dimensional exploded view, which form the chamber and the elevator control arrangement according to the invention in a first embodiment;

FIG. 3:

the door frame in three-dimensional view looking from the elevator shaft on the floor, the door jamb in the FIG. 2 shown door jamb parts and the elevator control assembly includes in a second embodiment, wherein the dissipation of the waste heat in the elevator shaft takes place both via the main carrier and via a radiator;

FIG. 4:

in a sectional elevation a built in the chamber of the door frame elevator control arrangement in a third embodiment, wherein the dissipation of the waste heat takes place exclusively on the main carrier;

FIG. 5:

in a sectional elevation a built in the chamber of the door frame elevator control arrangement in a fourth embodiment, wherein the dissipation of the waste heat takes place exclusively through reaching through the main support heat sink and a radiator;

FIG. 6:

Schematic diagram of a disconnector frequency converter in a first embodiment;

FIG. 7:

Schematic diagram of a disconnector frequency converter in a second embodiment is the regenerative capable.

In FIG. 1 an elevator shaft end 1 of an elevator installation is shown as it can be perceived by a user of the elevator installation on a floor 9. A not further illustrated building in which the elevator system is located, has a building wall 10 which limits an indicated by broken lines elevator shaft 11.

The elevator shaft 11 is separated from the floor 9 by the elevator shaft termination 1. The elevator shaft end 1 has a shaft door, which consists essentially of two door leaves 12.1, 12.2 and a door frame 14. The door leaves 12.1, 12.2 are horizontally displaceable, in the direction of an axis X of an in FIG. 1 The door frame 14 has three Türzargenelemente, namely two lateral, vertical Türzargenelemente 14.1, 14.2, the door jambs and are directed parallel to the axis Z, and by an upper, horizontal Türzargenelement 14.3, which is directed parallel to the axis X.

By the vertical Türzargenelement 14.1 a chamber 16 is formed in the interior. The vertical door frame element 14.1 has a plurality of post walls, in particular an outer frontal post wall 16.1 and an outer lateral post wall 16.3. In the present embodiment, the outer frontal post wall 16.1 is parallel to a plane formed by the X and Z axes, and the outer lateral post wall 16.3 is parallel to a plane formed by the Y and Z axes. The outer frontal Post wall 16.1 and the outer side post wall 16.3 face the floor 9. To the outer post walls 16.1 and 16.3 still inner post walls may be present, which in connection with the Figures 2 and 3 be explained in more detail.

The outer lateral post wall 16.3 has an outer opening, which allows access to the chamber 16. This outer opening may be of any suitable size, in particular it may extend over most of the lateral post wall 16.3 as shown in FIG FIG. 1 is indicated. Of course, the outer opening may also be formed in the outer frontal post wall 16.1.

The outer opening can be closed by a cover 17. If the elevator installation is ready for operation or in operation, the cover 17 is mounted in its operating position in which it closes the outer opening. If the elevator installation is in the service mode, then the cover 17 is in its service position, whereby it is completely dismantled, that is to say without contact with the vertical door frame element 14.1. Alternatively, the lid 17 may also be fastened by means of a hinge on the vertical door frame element 14.1. The lid 17 is preferably recessed with its outer surface flush in the outer opening, whereby it is mounted virtually vandal-proof and offers an aesthetically pleasing sight. Of course, can be dispensed with the outer opening and the cover 17 when the access to the chamber 16 from the direction of the floor 9 is not required. The waiver of the outer opening and the lid 17 has in particular the fire protection concerning advantages.

The outer frontal post wall 16.1 contains a breakthrough in which a floor panel 31 is mounted, wherein preferably on all floors of the elevator installation the same floor panel 31 can be used. Of course, the floor panel 31 may also be embedded in the lid 17. The floor panel 31 may include simple up / down selection keys, a destination call control, user identification readers, a touch screen with a graphical user interface, and the like.

FIG. 2 shows door jamb parts of the door frame 14 from the FIG. 1 in a three-dimensional exploded view. The already in the FIG. 1 have described features the same reference numerals in the FIG. 2 the viewing direction is not directed from the floor 9, but from the elevator shaft 11 on the door jamb. The outer frontal post wall 16.1 is therefore visible from the rear. Likewise, the floor panel 31 is recognizable from behind. With the outer frontal post wall 16. 1, the outer lateral post wall 16. 3 is connected and its outer opening is closed with the cover 17. The outer frontal post wall 16.1 is formed by bending an inner lateral post wall 16.4. This inner side post wall 16.4 is directed against the masonry of the building wall 10 when the door frame 14 as in FIG. 1 shown, is embedded in the wall opening of the building wall 10.

Due to the construction with the above-described post walls 16.1, 16.3, 16.4, through which the door frame 14 in the region of the door jamb has a U-shaped cross section, the chamber 16 includes a directed against the elevator shaft 11 opening. This opening, or the chamber 16 formed by the door jamb parts 16.1, 16.3 and 16.4, is closed by a main carrier 16.2 of an elevator control arrangement 18 in a first embodiment. At the main support 16.2 all other parts of the elevator control assembly 18 are arranged such that they are in the installed state within the chamber 16. For the sake of clarity, the outer side post wall 16.3 is connected to the main carrier 16.2 and, as the arrow 5 shows, shown pivoted by 90 °.

The main carrier 16.2 is thermally decoupled from the adjacent post walls 16.3, 16.4 by means of strips of insulating material 16.5, 16.6. If the post walls 16.1, 16.3, 16.4 are made of steel alloys with high chromium content, so-called stainless steels, the use of the strips of insulating material 16.5, 16.6 is unnecessary, since these steel alloys have a very low thermal conductivity.

If the elevator control assembly 18 has to be replaced, it can be completely removed from the side of the elevator shaft 11 by releasing the main carrier 16.2 from the post walls 16.1, 16.3 and 16.4. For this purpose, the elevator car, not shown, can be moved to a suitable height between two floors 9, so that an operator on the roof of the elevator car or on a work surface of the elevator car standing or crouching can perform the necessary work.

• den Hauptträger 16.2,
• eine am Hauptträger 16.2 befestigte Aufzugsteuerungseinheit 20, eine am Hauptträger 16.2 befestigte Leistungselektronikeinheit 21 zum Betrieb eines Aufzugsmotors (Speisung und gegebenenfalls Rückspeisung),
• eine optionale zweite Leistungselektronik 19 zur Rückspeisung der vom Aufzugsmotor erzeugten elektrischen Energie,
• ein Netzteil 18.4 zur Versorgung der Aufzugsteuerungseinheit 20 und/oder Batterien 18.8,
• optional Kühlmittel zur Kühlung der Abwärme erzeugenden Einheiten 20, 21, wobei die Abwärme in den Aufzugschacht 11 abgeführt wird,
• optional ein oder mehrere Schaltelemente 18.3, beispielsweise einen Schütz,
• Befestigungsmittel zum Einbau des Hauptträgers 16.2 in der Kammer 16,
• Kabel zur Stromversorgung und zum Erstellen der Verbindungen zu Stockwerktableaus 31 und zum Verbinden mit dem Aufzugsmotor,
• eine optionale elektrische oder elektromagnetische Überwachung des Deckels 17
• sowie eine optionale Beleuchtung der Kammer 16,
• Abschirmungsmittel wie Abschirmungsdeckel, Abschirmungsbleche oder Abschirmungshauben,
• Geräte, die für eine Notevakuierung verwendet werden, beispielsweise Batterien 18.8.

The elevator control arrangement 18 essentially comprises the following components:

• the main carrier 16.2,
• an elevator control unit 20 fastened to the main carrier 16.2, a power electronic unit 21 attached to the main carrier 16.2 for operating an elevator motor (feeding and optionally regenerating),
• an optional second power electronics 19 for feeding back the electrical energy generated by the elevator motor,
• a power supply 18.4 for supplying the elevator control unit 20 and / or batteries 18.8,
• optionally coolant for cooling the waste heat generating units 20, 21, wherein the waste heat is discharged into the elevator shaft 11,
• optionally one or more switching elements 18.3, for example a contactor,
• Fastening means for installing the main carrier 16.2 in the chamber 16,
• Cables for supplying power and establishing connections to floor panels 31 and for connecting to the elevator motor,
• an optional electrical or electromagnetic monitoring of the lid 17
• and optional illumination of the chamber 16,
• Shielding means, such as shielding covers, shielding plates or shielding covers,
• Devices used for emergency evacuation, such as batteries 18.8.

• Hard- und Software der Aufzugsteuerung (zum Beispiel ein Hauptrechner mit Logikelementen und Schnittstellen),
• Telealarmsystem und/oder Intercom (zum Beispiel um einen Service- oder Notruf absetzen zu können)

In an advantageous embodiment, the elevator control unit 20 comprises the following elements:

• Hardware and software of the elevator control (for example a main computer with logic elements and interfaces),
• Telealarmsystem and / or Intercom (for example, to be able to make a service or emergency call)

To dissipate the waste heat in the elevator shaft 11 various means can be used. For example, by a skillful selection and arrangement of the units 20, 21 whose waste heat to be transferred to the main carrier 16.2, which in turn emits the waste heat to the air in the elevator shaft 11. If due to the limited, the chamber 16 facing surface of the main support 16.2 not all Waste heat generating units can be arranged directly on the main support 16.2, there are various options open. These possibilities are described in the description of FIGS. 4 and 5 explained in more detail. If the cooling performance of the main wearer 16.2 is not sufficient as a flat plate, cooling fins can be provided. The Indian FIG. 2 shown main carrier 16.2 has such cooling fins 16.8, which are arranged parallel to the longitudinal extent of the main carrier 16.2. The illustrated main carrier 16.2 is preferably formed as an aluminum extruded profile monolithic together with the cooling fins 16.8. Of course, the cooling fins 16.8 can also be manufactured as individual parts and be connected by means of fasteners or cohesively with the main support 16.2.

FIG. 3 shows the door frame 14 in three-dimensional view with a view from the elevator shaft 11 on the floor 9. The door jamb 14.1 of the door frame 14 includes in the FIG. 2 shown door jamb parts 16.1, 16.3, 16.4, the lid 17 and an elevator control assembly 28 in a second embodiment. In the FIG. 3 but only the outer side post wall 16.3, the main beam 26.2 and the lid 17 of the door jamb 14.1 visible. To maintain the overview was also dispensed with the representation of the door, which according to the FIG. 1 Separate the floor 9 from the elevator shaft 11 if there is no cabin in the area of the elevator shaft termination.

The elevator control arrangement 28 has substantially the same units (elevator control unit, power electronics unit, power supply, etc.) hidden by the main carrier 26. 2 as the elevator control arrangement 18 described above FIG. 2 , Only in the FIG. 3 shown main carrier 26.2 differs in its embodiment of this.

In contrast to FIG. 2 who are in the FIG. 3 shown cooling ribs 26.8 arranged at an angle α on the main beam 26.2. The illustrated angle α is about 30 °, but it can also be chosen differently due to flow studies in the elevator shaft, for example, between 1 ° and 60 °. The fact that the cooling ribs 26.8 are not arranged parallel to the longitudinal extent of the main carrier 26.2, the draft of an elevator car can be better utilized, since the draft is substantially parallel to the longitudinal extent of the main carrier 26.2. The air thus essentially flowing in the vertical direction of the draft is deflected and swirled by the obliquely arranged cooling ribs 26.8. This leads to a better mixing of cold and heated air in the interstices of the cooling fins 26.2 and thus to increased cooling capacity. Furthermore, the mixed, heated air is deflected by the obliquely arranged cooling ribs 26.2 from the region of the main carrier and distributed in the elevator shaft 11.

The cooling fins 51 arranged parallel to the longitudinal extension of the main carrier 26. 2 are part of a cooling system arranged in the chamber 16, which is located in the FIG. 5 is described in detail.

In FIG. 4 is a schematic plan view of a built in the chamber 16 of the door frame 14 elevator control assembly 38 is shown in a sectional elevation. This has an elevator control unit 20 and a power electronics unit 21. The elevator control unit 20 is arranged on the side of the main carrier 36.2 facing the chamber 16. Their board 20.1 has various electronic components, with some electronic components 20.3 generate waste heat. These electronic components 20.3 have heat sink 20.2, which are connected to the main carrier 36.2 and the heat transferred by heat conduction or heat diffusion, on this. In order to ensure heat transfer inexpensively and in the simplest way, one each on the main support 36.2 and the heat sink 20.2 flat and smooth contact surface are formed, which abut against each other.

Like in the FIG. 4 shown, the power electronics unit 21 may be divided into different circuit boards 21.1, 21.2, wherein their during operation considerable waste heat generating, "hot" electronic components 21.3 are summarized for example on a first circuit board 21.1 and the remaining, "cold" electronic components 21.4 on a second circuit board 21.2 are arranged. Of course, the "cold" electronic components 21.4 have an internal electrical resistance, which leads to power losses and thus to waste heat. However, the heat development of these electronic components 21.4 is so low that this heat can be removed by heat convection through the air in the chamber 16 to the Türzargenelemente which hardly heat due to their mass. The second circuit board 21.2 can be arranged arbitrarily in the chamber 16, while the first circuit board 21.1 with the "hot" electronic components 21.3 preferably arranged on the main carrier 36.2 becomes. Of course, the above-described division into two or more printed circuit boards is also possible in the elevator control unit 20.

If too little area is present on the main carrier 36.2, the first printed circuit board 21.1 arranged remotely from the main carrier 36.2 can, as shown, be connected in a heat-conducting manner to the main carrier 36.2 by means of a cooling system 50. This in FIG. 4 illustrated cooling system 50 is a pump-driven coolant circuit. The cooling system 50 has a main support 36.2 arranged cooler 52.1, a flow 52.2, a return 52.3 with pump 52.4 and a system heat sink 52.5. At the system heat sink 52.5, the first circuit board 21.1 is arranged. Of course, the power electronics unit 21 can also be arranged on a circuit board, wherein the system heat sink 52.5 can extend over the entire board or only over areas of the board in which "hot" electronic components are arranged.

As coolant 52.6 liquids such as water or water-glycol mixtures can be used. But even at room temperature and atmospheric pressure gaseous substances such as propane, butane, or fluorine-chlorine hydrocarbons are useful. When using gases, the coolant circuit can be designed like that of a heat pump with a diaphragm and with a compressor instead of the pump 52.4.

Within the chamber, a power supply 18.4 is further arranged on the system heat sink 52.5, the heat-generating electronic components are also cooled by the cooling system 50. The heat transferred to the main carrier 36.2 waste heat of the elevator control unit 20 and the power electronics unit 21 and the power supply 18.4 is transmitted by heat convection from the main carrier 36.2 to the air in the elevator shaft 11. In order to increase the exchange surface, the main carrier 36.2 directed against the elevator shaft 11 cooling fins 16.8.

For the purpose of shielding the elevator control unit 20 and the power electronics unit 21, there are electrically conductive screening hoods 32, 33, as shown in FIG FIG. 4 by way of example, straddle the elevator control unit 20 and the power electronics unit 21. All the screening means should be electrically connected to each other. Preferably, these are grounded.

The elevator control arrangement 38 furthermore has at least one monostable relay or a contactor 75 which is arranged between a power network 90 and the power electronics unit 21 for operating an elevator motor. In order to minimize the switching noises of the at least one contactor 75, the elevator control arrangement 38 can have a control device 75.1 which regulates the supply voltage of the switching coil of the contactor 75 as a function of the current intensity to be switched.

Also the FIG. 5 shows in a sectional elevation a built in the chamber 16 of the door frame 14 elevator control assembly 48 in a fourth embodiment, wherein the main support 46.2 openings 65, 66, 67, through which pass the heat sink 40.2 a second power electronics unit 19 and a radiator 62.1 of a cooling system 60. The second power electronics unit 19 serves to regenerate the electrical energy generated by the elevator motor into the power grid. The board 71 of the second power electronics unit 19 completely covers the openings 66, 67, so that the chamber 16 is separated in a gas-tight manner from the elevator shaft 11. Further, on the board 71 of the second power electronics unit 19, a choke coil 68 is indicated with a metal core 69, the metal core sheets are welded together or the gaps between the metal core sheets are filled with a Kunststoffvergussmasse.

Both the radiator 62. 1 and the cooling bodies 40. 2 have cooling fins 51. The remaining components of the elevator control arrangement 48 correspond in structure almost to the elevator control arrangement 38 of FIG. 4 Therefore, the same reference numerals are used for these. In the embodiment of FIG. 5 the removal of the waste heat of the electronic components is not on the main support 46.2, but directly through the heat sink 40.2 and the radiator 62.1, the cooling fins 51 extend into the elevator shaft 11. These are cooled in particular by the draft, which are caused in the elevator shaft 11 by the movements of an elevator car 13. That in the FIG. 5 shown cooling system 60 is a heat pipe (heat pipe). This has a system heat sink 62.5, which is connected by a connecting pipe 62.2 with the radiator 62.1. In the system heat sink 62.5, a liquid 62.6 is arranged, which by the action of the waste heat of electronic components of the Power electronics unit 21 and the power supply 18.4 evaporates. The resulting vapor 62.4 rises through the connecting pipe 62.2 to the radiator 62.1 and condenses on the cool inner walls of the radiator 62.1 to condensate droplets 62.3, wherein the heat transported by the steam waste heat is discharged to the radiator 62.1. The condensate drops 62.3 flow back into the system heat sink 62.5 under the influence of gravity.

In the chamber 16, a battery 18.8 is further arranged, which can be periodically charged by the power supply 18.4. The battery 18.8 is used to power the elevator control assembly 48 to maintain certain emergency functions in case of failure of the power grid. The power electronics unit 21 is a Trenstellen-frequency converter and has two required by the standard EN 81 separation points, as described in the FIGS. 6 and 7 shown schematically and described below. Therefore, in this embodiment of the elevator control arrangement 48 also no electromechanical switching element such as a monostable relay or a contactor is provided.

The elevator control unit 20 is protected by a shielding hood 32 and an electrically conductive mounting plate 70 of the elevator control assembly 48 of electric and / or magnetic fields and electric and / or magnetic waves of the power electronics units 19, 21.

In the FIG. 6 is a schematic diagram of a power electronics unit shown in a first embodiment, which has two separation points according to the European standard EN 81. The in the FIG. 6 shown power electronics is a disconnect frequency converter 21A, for example, in an elevator control system of FIGS. 1 to 3 and FIG. 5 can be integrated without at least one electromechanical switching element must be used.

Like a frequency converter known in the prior art, the disconnector frequency converter 21 A has a DC intermediate circuit 108. This is connected via a line filter 101 and a power grid 90 via a three-phase rectifier bridge 102 (mains power semiconductors). Between the elevator motor 100 and the Gleichspannungszwisclienkreis 108 is an inverter 107 with IGBT arranged, which converts the direct current of the DC intermediate circuit 108 in three-phase current with variable frequency. Between the plus path 111 and the minus path 112 of the DC intermediate circuit 108, two snubber capacitors 103, 106, intermediate circuit capacitors with parallel resistors 104 and a brake chopper 105, which is switched on by means of a brake IGBT 109, are furthermore arranged.

According to EN 81, two independent switching elements are necessary in order to interrupt the energy flow from the feeding power network 90 to the elevator motor 100. In the known state of the art, these two disconnection points are realized by a contactor arranged between the line filter and the three-phase rectifier bridge and by the blocking of the inverter IGBT. To ensure separation, the status of the contactor is queried via a positively driven auxiliary contact and the drive pulses of the inverter IGBT are blocked. This functionality is not checked by hardware security components but a software malfunction test. Furthermore, the DC intermediate circuit must be charged in a defined manner by frequency converters of the aforementioned type, so that the snubber capacitors (damping capacitors) and the DC link capacitors are not destroyed. The DC voltage intermediate circuit is usually charged by means of a switched series resistor. After charging the DC link, it is connected directly to the grid via the contactor.

Instead of the contactor has in the FIG. 6 Separation point frequency converter 21 A shown on a power electronic switch, preferably a DC link IGBT 110 in the DC intermediate circuit 108. This can be arranged either in the plus path 111 or in the minus path 112. Both in the positive path 111 and in the minus path 112, a DC reactor choke 114 may be arranged. The DC voltage intermediate circuit 108 is voltage-controlled by pulse-width-modulated clocking of the DC link IGBT 110 and / or current controlled or controlled, defined charging. After the charging process, the DC link IGBT 110 is permanently switched on. Accordingly, the known in the prior art, switched series resistor. If the DC link IGBT 110 is disabled, the DC link 108 and thus the power flow are interrupted. Together with the blocking of the drive pulses of the motor-side IGBT of the inverter 107 is required by EN 81 double separation of the Energy flow available.

To ensure dual isolation, the voltage across the DC link IGBT 110 and / or the current therethrough is measured (no energy flow left) and the drive pulses of all the IGBTs of the inverter 107 and DC link 108 are disabled. Optionally, motor choke coils 113 may be provided for each phase between the inverter 107 and the elevator motor 100.

In the FIG. 7 is a schematic diagram of a power electronics unit shown in a second embodiment, which has two separation points according to the European standard EN 81. The in the FIG. 7 Power electronics shown is a disconnect frequency converter 21B which is capable of regenerating, that is, the braking energy of the elevator motor 100 and the energy of the DC intermediate circuit 128 can be fed back into the power grid 90. To achieve this, the in FIG. 7 illustrated regenerative isolator frequency converter 21B of the in FIG. 6 illustrated in that it comprises two inverters 122, 127. The first inverter 122 is arranged between the line filter 101 and the DC intermediate circuit 128, the second inverter 127 between the DC intermediate circuit 128 and the elevator motor 100. Between the plus path 131 and the minus path 132 of the DC intermediate circuit 128 are also two snubber capacitors 103, 106 and DC link capacitors with parallel resistors 104 arranged. Due to the regenerative capability eliminates the need to arrange a brake chopper in the DC intermediate circuit 128.

Also in the FIG. 7 shown, capable of regenerative separation point frequency converter 21B includes a power electronic switch, preferably a DC link IGBT 110 in the DC intermediate circuit 128. This can be arranged either in the plus path 131 or in the minus path 132. DC voltage intermediate circuit 128 is charged in a defined manner by pulse-width-modulated clocking of DC link IGBT 110. The pulse-width-modulated clocking is voltage-controlled and / or current-controlled, or voltage-controlled and / or current-controlled. After charging, the DC link IGBT 110 remains permanently on. Accordingly, the known in the prior art, switched series resistor. When the DC link IGBT 110 is disabled, the DC link 128 and thus the power flow are interrupted. Together with the blocking of the drive pulses of the motor-side IGBT of the second inverter 127, the required by the EN 81 double separation of the energy flow is present. By blocking the drive pulses of the line-side IGBT of the first inverter 122, even a third separation point can be generated. Furthermore, motor choke coils 113 may be provided for each phase between the second inverter 127 and the elevator motor 100, and mains choke coils 115 may be provided between the mains filter 101 and the first inverter 122.

Although the invention has been described by way of illustrating specific embodiments, it will be apparent that numerous other embodiments can be provided with the knowledge of the present invention, for example by combining the features of the individual embodiments and / or interchanging individual functional units of the embodiments. For example, in all embodiments, the heat sink of the electronic components of the elevator control unit and the power electronics unit with the main carrier may be thermally conductively connected. Of course, the cooling fins as the cooling fins may be arranged at an angle to the longitudinal extension of the main carrier.

Claims (14)

1. Door frame (14) of an elevator hoistway door (1), which separates a hoistway (11) of a building from a storey (9) of the building, wherein an elevator control arrangement (18, 28. 38, 48) is arranged in a chamber (16) of the door frame (14) and wherein the elevator control arrangement (18, 28, 38. 48) includes an elevator control unit (20) and at least one electronic power unit (21, 21A, 21B), which is connectible with an elevator motor (100), characterised in that in the region of the chamber (16) the door frame includes an opening directed towards the hoistway (11) and that the elevator control arrangement (18, 28, 38, 48) comprises a main member (16.2, 26.2, 36.2, 46.2) at which the elevator control unit (20) and the electronic power unit (21, 21A, 21B) are arranged, wherein the opening is closed by the main member (16.2, 26.2, 36.2, 46.2).
2. Door frame (14) according to claim 1, characterised in that at least one passage (65, 66, 67) is arranged in the main member (16.2, 26.2, 36.2, 46.2), through which passage (65, 66, 67) a cooling body (20.2, 40.2) of an electronic component (20.3) of the electronic power unit (21, 21A, 21B), the elevator control unit (20) or a radiator (62.1) of a cooling system (60) extends into the hoistway (11) when the main member (16.2, 26.2, 36.2, 46.2) is installed in the door frame (14), wherein the at least one passage (65, 66, 67) of the main member (16.2, 26.2, 36.2, 46.2) is gas-tightly closed by the cooling body (20.2, 40.2) or radiator (62.1) extending through or by sealing elements.
3. Door frame (14) according to claim 1 or 2, characterised in that at least one cooling body (20.2, 40.2) of an electronic component (20.3) of the electronic power unit (21, 21A, 21 B), the elevator control unit (20) or a cooler (52.1) of a cooling system (50) is thermally conductively connected with the main member (16.2, 26.2, 36.2, 46.2), and the main member (16.2, 26.2, 36.2, 46.2) has a high level of thermal conductivity and includes cooling ribs (16.8, 26.8) which are directed towards the hoistway (11) when the main member (16.2, 26.2, 36.2, 46.2) is installed in the door frame (14).
4. Door frame (14) according to claim 2 or 3, characterised in that the cooling system (50, 60) is a heat pipe, a pump-driven coolant circuit or a Peltier element.
5. Door frame (14) according to any one of claims 2 to 4, characterised in that the cooling ribs (26.8) of the main member (16.2, 26.2, 36.2, 46.2) or the cooling slats (51) of the cooling body (20.2, 40.2) or radiator (62.1) are arranged in the longitudinal direction thereof at an angle of between 1° and 60° to the direction of movement of an elevator car (13) arranged in the hoistway (11).
6. Door frame (14) according to any one of claims 1 to 5, characterised in that the chamber (16) has electrically conductive chamber walls (16.1, 16.2, 16.3, 16.4) which are part of the mutual shielding of electric and/or magnetic fields and electric and/or magnetic waves of the elevator control unit (20) and the electronic power unit (19, 21, 21A, 21 B).
7. Door frame (14) according to any one of claims 1 to 6, characterised in that the electronic power unit (19, 21, 21A, 21B) and/or the elevator control unit (20) is or are shielded by an electrically conductive shielding cover, a shielding hood (32, 33), a shielding housing or by at least one chamber intermediate wall.
8. Door frame (14) according to any one of claims 1 to 7, characterised in that in addition at least one of the following units producing waste heat is arranged at the main member (16.2, 26.2, 36.2, 46.2):

   - a power supply unit (18.4) for power supply of the elevator control unit (20),

   - a power supply unit (18.4) for power supply of batteries (18.8) and

   - a further electronic power unit (19).
9. Door frame (14) according to any one of claims 1 to 8, characterised in that the elevator control arrangement (18, 28, 38, 48) comprises at least one relay (75), which is arranged between a power mains (90) and the electronic power unit (21, 21 A, 21B), and a regulating device (75.1), which regulates the supply voltage of the switching coil of the relay (75) in dependence on the amperage to be switched.
10. Door frame (14) according to any one of claims 1 to 9, characterised in that the electronic power unit (19, 21, 21A, 21 B) is a frequency converter.
11. Door frame (14) according to claim 10, characterised in that the frequency converter (19, 21, 21A, 21B) comprises in the direct voltage intermediate circuit an electronic power switch (110) for interruption of the energy flow from the power mains (90) to the elevator motor (100).
12. Door frame (14) according to any one of claims 1 to 11, characterised in that the elevator control arrangement (18, 28, 38, 48) comprises at least one choke coil (68, 113, 114, 115), the metal core plates of which are welded to form a metal core (69) or the gaps between the metal core plates are filled with a synthetic material casting compound.
13. Elevator hoistway door (1) of a building with a door frame (14), which is fastened in the building, according to any one of claims 1 to 12 and with movable doors (12.1, 12.2).
14. Elevator installation of a building with at least one elevator hoistway door (1) according to claim 13.

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