EP2785626B1 - Frein de sécurité avec moyen de rappel - Google Patents

Frein de sécurité avec moyen de rappel Download PDF

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Publication number
EP2785626B1
EP2785626B1 EP12783593.2A EP12783593A EP2785626B1 EP 2785626 B1 EP2785626 B1 EP 2785626B1 EP 12783593 A EP12783593 A EP 12783593A EP 2785626 B1 EP2785626 B1 EP 2785626B1
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EP
European Patent Office
Prior art keywords
brake
safety
travel
movement
elevator
Prior art date
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EP12783593.2A
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German (de)
English (en)
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EP2785626A1 (fr
Inventor
Faruk Osmanbasic
Nicolas Gremaud
Michael Geisshüsler
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Inventio AG
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Inventio AG
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Priority to PL12783593T priority Critical patent/PL2785626T3/pl
Priority to EP12783593.2A priority patent/EP2785626B1/fr
Publication of EP2785626A1 publication Critical patent/EP2785626A1/fr
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Publication of EP2785626B1 publication Critical patent/EP2785626B1/fr
Priority to HRP20151169TT priority patent/HRP20151169T1/hr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the invention relates to a method for returning a released for braking safety brake a driving body of an elevator system and a safety device in an elevator system.
  • the elevator system is installed in a building. It consists essentially of a cabin, which is connected via suspension means with a counterweight or with a second car. By means of a drive which acts selectively on the support means or directly on the car or the counterweight, the car is moved along, substantially vertical, guide rails.
  • the elevator system is used to transport people and goods within the building, over single or multiple floors.
  • the elevator system includes devices for securing the elevator car in case of failure of the drive or the suspension means. For this purpose, safety brakes are usually used, which can decelerate the elevator car on the guide rails, if necessary.
  • safety brakes are known with an electromechanical holding device, which can hold the safety brake in a standby position in an activated state and which releases the safety brake for braking in a deactivated state.
  • EP1930282 discloses such a safety brake.
  • To reset this safety brake electromechanical holding device must apply a release force to overcome a clearance.
  • To reset the overcoming of the air gap requires a correspondingly dimensioned electromechanical device.
  • Other safety brakes are equipped with electromechanical release devices.
  • the safety brake for example, mechanically locked, held in the ready position and it is released by means of an activation signal for braking. With a subsequent movement of the elevator car, or the driving body, the safety brake is automatically placed in a braking position.
  • EP1733992 shows, for example, such a safety brake. This device requires a secure power supply, which allows a safe release of the safety brake even with prolonged interruption of a power grid.
  • US 2011/226560 discloses another example of a method and apparatus for returning a safety brake of a vehicle.
  • the invention aims to provide a method and a corresponding safety device to a safety brake, for example, in case of prolonged power interruption or after another non-safety shutdown, to put back into operation.
  • a safety brake for example, in case of prolonged power interruption or after another non-safety shutdown, to put back into operation.
  • the method should ensure safety of the elevator system at all times.
  • the elevator installation is equipped with a safety device.
  • a safety brake which is equipped with a safety switch which interrupts a brake safety circuit when the safety brake is released for braking.
  • the safety device further includes a brake safety control, which releases the safety brake when needed for braking when on the one hand a fault or a critical event is detected in the elevator system or on the other hand, when an uncritically rated event occurs.
  • An event assessed as uncritical is, for example, a power interruption in the building or a shutdown of an elevator for a long time or else an event carried out for the purpose of a test.
  • the brake safety controller preferably stores the cause or the event of releasing the safety brake.
  • the elevator control As soon as the elevator control recognizes, on the one hand, that an elevator safety circuit or the brake safety circuit is interrupted and, on the other hand, an uncritical cause of the release of the safety brake is signaled by the brake safety control, the elevator control initiates an automatic reset of the safety brake. Automatic means that essentially without human intervention, the process of resetting the safety brake is initiated.
  • the safety brake of a driving body of the elevator installation is provided with a preferably electromechanical holding device, which releases the safety brake for braking in a deactivated state.
  • the safety brake is preferably reset by, in a first step, the carriage is moved in a first direction of travel.
  • the safety brake is at least partially tensioned or at least tensioned.
  • the safety brake holding device is activated to prepare it for holding the safety brake in its standby position. Subsequently, the drive body is moved in a direction opposite to the first direction of travel second direction of travel.
  • this reset can be done in an at least partially automated process.
  • the procedure causes the safety brake first, regardless of a current engagement state, comes in a clamping area. In the clamping area, a bias voltage is generated in the safety brake which allows a return of the holding device and the brake elements of the safety brake in the ready position.
  • the safety brake is activated as a result of a prolonged power failure in the building, i. the holding device has been disabled, so for example, a brake element of the safety brake has been delivered to the rail.
  • a brake element of the safety brake has been delivered to the rail.
  • no cabin movement, or no movement of one of the cars takes place-since there is no energy in the building-the safety brake is not actually engaged. That's why the safety brake is not cocked.
  • a reset of the holding or the safety brake in the standby position can be done by a relative movement between the safety brake and the brake rail, this deferral can not grab because the safety brakes is not yet curious.
  • the safety brake is tensioned in a first movement and returned to the ready position in a second movement.
  • a downward traveling direction is used as the first traveling direction, and as the second traveling direction, an upward traveling direction is accordingly used.
  • This is advantageous because many elevator systems are provided only with a safety brake to secure a crash of the vehicle. With the choice of the downward direction of travel as the first direction of travel thus a selection is determined, which is for all Elevator systems is applicable accordingly.
  • a maximum breakaway force is available, since usually in such an operating situation, the elevator car is empty and thus a preponderance of the counterweight is available for movement.
  • the holding device of the safety brake before the movement of the driving body in the second direction of travel, activated. Because of this prior activation of the holding device, a precise timing of the activation can be omitted. Since the holding device reaches its activated state at some point in the course of the cabin movement, it is held directly when switched on beforehand. It is particularly advantageous if the holding device of the safety brake is already activated before movement of the driving body in the first direction of travel. This makes a preparatory testing and preparation algorithm easy to design.
  • the movement of the driving body is carried out in the first direction of travel until the safety brake at least partially clamped on a braking surface provided for braking.
  • the braking surface provided for braking is usually a brake rail, or a guide web of a guide rail, which is also the brake rail. This first movement of the driving body ensures that the safety brake has a minimal preload, or that it is at least partially clamped on the brake rail.
  • the carried out at least partially clamping the safety brake on the braking surface provided for braking is determined by either a travel of the vehicle body, preferably by measuring a rotational movement of the traction sheave, determined and compared with a path target value.
  • a travel path which is usually determined experimentally-it can be assumed that a partial clamping of the safety brake has taken place.
  • Conventional elevator drives already have measuring systems such as tachometers or incremental encoders on the drive shaft in order to determine a travel path on the basis of the rotational movement of the traction sheave. This version is correspondingly low.
  • a drive torque of the drive machine preferably be determined by measuring the drive current, this drive torque is compared with a desired torque. As soon as the drive torque reaches or exceeds a predefined value, it can be assumed that an at least partial clamping of the safety brake has taken place. This design is particularly reliable because the drive torque gives an immediate indication of the clamping done.
  • a time duration for the movement of the drive body in the first direction of travel can also be determined and compared with a limit time value. Again, the required period of time is preferably determined experimentally. This design is particularly cost effective because no special sensors are required.
  • the movement of the drive body in the second direction of travel is carried out following the first movement of the color body.
  • This second movement is carried out until the brake safety circuit is closed and the vehicle has traveled a predefined route. Closing the brake safety circuit usually indicates that the safety brake is in its ready position again. In addition, it is ensured by the covered route that all components of the safety brake and possibly the entire body are free.
  • the drive torque of the drive machine is monitored and the movement of the drive body in the second direction of travel is terminated when the drive torque reaches an indicator value.
  • an indicator value usually, a considerable drive torque is required for the movement of the drive body in the second direction of travel, since the safety brake must be moved out of its clamping position.
  • the measurement can now be used to determine when the drive torque or the starting torque exceeds a peak value and then returns to a substantially constant value or into the range of the indicator value.
  • termination criteria are defined which abort or at least interrupt the movement of the drive body in the second direction of travel when, for example, the drive torque of the drive machine reaches or exceeds a maximum limit value.
  • a time limit can be added to this limit. This means that the movement of the driving body is interrupted in the second direction of travel, if the drive torque of the prime mover exceeds a working limit during a predefined time limit.
  • a limit period for the time limit of the second movement may be specified.
  • the movement of the driving body in the second direction of travel is also aborted when a limit positions of the driving body in the elevator shaft is run over or, of course, when an unsafe condition of the elevator system is detected.
  • an electronic speed limiter detects too high a speed
  • the safety brake holding device is deactivated again, which in any case leads to an immediate actuation of the safety brake, regardless of the current reset status.
  • This allows special events to be considered for the provision.
  • an energy failure in the building take place accidentally when the elevator car, or the car is at the top or bottom in an extreme position or in a limit position near a shaft end in the elevator shaft. Since the elevator car is in this situation already close to the shaft end, of course, no major movement can be performed in one of the directions. In such individual cases, a possible damage is prevented by the termination criteria.
  • the resetting steps are selectively repeated if, after completion or after termination of the movement of the drive body in the second direction of travel, the brake safety circuit is not closed.
  • the reset procedure can then be initiated again selectively. This can be repeated, for example, two to three times. If, after these repeated attempts, the deferral can not be completed successfully, the automatic reset is preferably aborted.
  • the reset procedure can then be initiated, for example, only by an authorized person, such as a service technician.
  • the readiness position of the safety brake is monitored and a brake safety circuit of the elevator system is closed when the safety brake in its standby position and the holding device are activated.
  • a brake safety circuit of the elevator system is closed when the safety brake in its standby position and the holding device are activated.
  • the brake safety circuit of the elevator system remains interrupted as long as the safety brake or the holding device is not in its ready position. This ensures that the elevator system can not go into normal operation as long as the safety brake is not in its ready position.
  • the movement in the first direction of travel of the elevator safety circuit is checked and the movement in the first direction of travel is carried out only if predetermined parts of the elevator safety circuit are found to be in order.
  • the elevator safety circuit is open, for example, if accesses to the elevator shaft are not closed or if important functional parts, such as a cable tension, a buffer device, a position detection device or the speed measuring device, etc. are not functional.
  • the predetermined parts of the elevator safety circuit with the exception of the brake safety circuit all other parts of the elevator safety circuit.
  • the brake safety circuit is preferably bridged, since it is naturally open, since the safety brake is no longer in its standby position when the holding device is deactivated. Thus, it is necessary to exclude this part of the elevator safety circuit in the judgment to start the reset.
  • an error status of a brake controller is interrogated, and depending on the error status, the appropriate procedure is selected.
  • the reset steps can be initiated automatically, for example, if the holding device has been deactivated as a result of the evaluated as uncritical event and at the same time the safety circuit of the elevator system called the essential parts of the elevator system as safe.
  • Uncritical events are, for example, a deliberate deactivation of the holding device as a result of a power failure in order to save energy in a stationary elevator system or if a deactivation of the holding device takes place as a result of a self-test.
  • the automatic initiation of the reset steps means that a controller, for example the elevator control, generates and executes a corresponding travel command by the drive of the elevator is controlled accordingly.
  • the reset steps can also be initiated manually if the holding device has not been deactivated as a result of an event assessed as uncritical or if the safety circuit of the elevator installation does not designate the system as safe. This means that an assessment of an authorized or authorized person is required. This person assesses the condition of the elevator, arranges necessary repairs or even carries them out at best.
  • an authorization of the authorized person is advantageously checked to determine whether the person is actually authorized to carry out the required activities professionally.
  • an authorization code must be entered in the brake control or in the elevator control. In a simple test, the controller can determine if this authorization code is compliant.
  • This authorization code may be a code noted in the service documents or it may correspond to a part of an identification number of the brake controller.
  • a predefined command and action cycle can be used to verify authority. This is, for example, a two-time operation of an elevator call button followed by an actuation of a control button within a predetermined time.
  • a preferably personal key may be connected to the brake control or the elevator control.
  • the key may be a mechanical key allowing access to certain functions of the elevator. It can also be an electronic key, such as an electronic card, etc. which allows access to certain functions of the elevator.
  • the manual initiation of the reset steps involves manual confirmation of the status of the brake control.
  • a manual movement of the vehicle by means of actuating the elevator drive in a first direction of travel and a subsequent manual movement of the vehicle in the second direction opposite to the first direction of travel.
  • the authorized person has complete control over the state of movement. He can cancel the rides at any time immediately if irregularities are detected.
  • the required control functions are divided between the elevator control and the brake control.
  • the brake control which advantageously also includes or is connected to a so-called electronic speed limiter, for example, the control of the holding device, a device for bridging the brake safety circuit and a communication interface to the elevator control.
  • the brake control deactivates the holding device of the safety brake in the event of an error, eg overspeed, and opens the associated part of the safety circuit of the elevator. But it disables, for example, the holding device of the safety brake as well, if the power supply is interrupted for a predetermined longer time or if other judged uncritical events occur.
  • the brake controller stores this triggering event as non-critical in a nonvolatile memory.
  • the elevator control includes the parts required to control the elevator, in particular being able to control the elevator drive for moving the carousels of the elevator and being able to communicate with the brake control. After switching off the entire elevator, for example, when a power grid of the building is turned off, the entire elevator is in a de-energized state and the brake control by definition disables the holding device of the safety brake.
  • the elevator control After a reconnection of the power supply to the elevator, the elevator control detects an interruption of the safety circuit at the safety brake, whereby a start of the elevator is prevented.
  • the brake controller checks its own safety status and detects on the one hand - for example by means of a self-test function - that the function of the controller and the example integrated electronic speed limiter is given and further notes that the shutdown cause was uncritical, since a corresponding entry in the non-volatile memory is deposited.
  • the brake control transmits this information to the elevator control, which now initiates the deferral of the safety brake.
  • the elevator control checks the status of the rest of the safety circuit and then triggers the corresponding reset steps.
  • the presented method and the corresponding safety device makes it possible to provide a safe elevator installation which can work with minimal energy resources and which nevertheless is quickly available again in the case of special events or after special events.
  • Fig. 1 shows an elevator system 1 in an overall view.
  • the elevator installation 1 is installed in a building and serves to transport persons or goods within the building.
  • the elevator installation includes an elevator car 2, which can move up and down along guide rails 6.
  • the elevator car 2 is provided for this purpose with guide shoes 8, which leads the elevator car as closely as possible a predetermined route along.
  • the elevator car 2 is accessible from the building via shaft doors 12.
  • a drive 5 serves to drive and hold the elevator car 2.
  • the drive 5 is arranged, for example, in the upper area of the building and the car 2 hangs with support means 4, for example, carrying ropes or carrying strap on the drive 5.
  • the support means 4 are on the drive 5 on led to a counterweight 3.
  • the counterweight compensates for a mass fraction of the elevator car 2, so that the drive 5 has to compensate for the main thing only an imbalance between the car 2 and counterweight 3.
  • the drive 5 is arranged in the example in the upper part of the building. It could, of course, also be arranged at another location in the building, or in the area of the car 2 or the counterweight 3.
  • the elevator installation 1 is controlled by an elevator control 10.
  • the elevator control 10 receives user requests, optimizes the operation of the elevator system and controls, usually via a drive control 9, the drive 5.
  • the drive 5 is equipped with an encoder or incremental encoder 14.
  • This incremental encoder 14 can also be used to detect the travel path of the elevator car 2 and thus to control and control the same.
  • the elevator control 10 also monitors the safety status of the elevator installation and interrupts the operation when an unsafe operating condition occurs. This monitoring is usually with Use of an elevator safety circuit in which all safety-relevant functions are integrated. In such monitoring, or in this elevator safety circuit, for example, shaft door contacts 13 are included, which monitor a correct closure of the shaft doors 12 and it also, for example, limit positions of the car 2, 3 monitored in the elevator shaft by means of lower and upper limit switch 16, 17.
  • the elevator car 2 and, if necessary, the counterweight 3 is further equipped with a braking system which is suitable for securing and / or decelerating the elevator car 2 during an unexpected movement or at overspeed.
  • the brake system comprises in the example two identical safety brakes 20, 20 ', which are mounted on both sides of the drive body 2, 3 on the same.
  • the safety brakes 20, 20 ' are arranged in the example below the car 2 and they are electrically controlled by a brake controller 11.
  • This brake control 11 preferably also includes an electronic speed or Fahrkurvenbegrenzer the driving movements of the elevator car 2 monitored.
  • a mechanical speed limiter as it is commonly used, can therefore be omitted.
  • Fig. 2 shows the elevator system of Fig. 1 in a schematic plan view.
  • the brake system includes the two safety brakes 20, 20 '.
  • the two safety brakes 20, 20 ' are coupled in this example by means of a synchronization rod 15, so that the two safety brakes 20, 20' are necessarily actuated together.
  • the two safety brakes 20, 20 ' are preferably of identical or mirror-symmetrical design and they act on the, arranged on both sides of the car 2, brake rails 7 a.
  • the brake rails 7 are identical to the guide rails 6 in the example.
  • On the synchronization rod 15 can also be dispensed with. However, then electrical synchronization means are recommended which ensure a simultaneous triggering of both sides of the elevator car arranged safety brakes 20, 20 '.
  • the safety brake 20 has a brake housing 21 with brake member 22.
  • the brake housing 21 is by a holding device 28 in a standby position ( Fig. 7s, 7f ) held.
  • the holding device 28 is fixed by means of a holding magnet 29.
  • This position of the holding device 28 is controlled by a first brake contact 24.
  • the first brake contact 24 includes in the example a contact bridge 25 and contact points 26, which are guided to a brake safety circuit 23.
  • the ready position of the safety brake 20 can also be controlled via a second brake contact 27.
  • This second brake contact 27 monitored in the example, the brake member 22 and also this second brake contact 27 is, at most in series with the first brake contact 24, connected to the brake safety circuit 23.
  • the holding magnet 29 is connected to the brake controller 11 and corresponding power sources 30 and is controlled by the brake controller 11.
  • the safety brake 20 is moved to its braking position, wherein the brake member 22 is brought into contact with the brake or guide rail 6, 7. If the elevator car continues to move in relation to the brake or guide rail 6, 7, this leads to a further engagement of the safety brake 20 and finally to the safe braking of the elevator car 2.
  • the first Brake contact 24 is interrupted, by the movement of the brake housing 21 and the brake member 22 and the optional second brake contact 27 is interrupted and the brake safety circuit 23 is interrupted, whereby an operation of the elevator system 1 is suspended.
  • Fig. 6 shows a possible circuit diagram of an electrically linked brake system.
  • the state of the brake safety circuit 23 is evaluated and integrated into the elevator safety circuit 19.
  • the brake control 11 includes an electronic speed limiter 18, which on the one hand monitors a driving operation and a general condition of the elevator installation.
  • the holding magnets 29 of the two safety brakes 20, 20 'are in the example also connected in series and guided to the brake control 11, from where the holding magnets 29 controlled and from a power source 30 can be energized.
  • serial circuit By the serial circuit is achieved that in case of an interruption of the electrical line both necessarily, or all holding magnets 29 of the safety brakes 20 are deactivated.
  • the serial circuit is preferably implemented in the brake controller 11. That is, the holding magnets 29 of the two safety brakes 20, 20 'are connected separately to the brake control and the serial circuit is executed in the brake control 11.
  • the electronic speed limiter 18 can interrupt both the elevator safety circuit 19 and the holding circuit of the holding magnet 29, whereby the safety brake 20 is released for braking.
  • the overspeed governor 18 detects an excessively high driving speed in a first case, it interrupts the holding circuit of the holding magnet 29, whereby the elevator car 2 is braked. At the same time it interrupts the elevator safety circuit 19 by opening a first breaker 31, whereupon the elevator control 10 decelerates and stops the drive 5 of the elevator installation.
  • the speed limiter 18 stores the cause of the operation as relevant or critically and provides the corresponding error status signal S1 in a non-volatile memory.
  • the overspeed governor 18 detects that the brake safety circuit 23 has opened without obvious cause, it interrupts the holding circuit of the holding magnet 29 and the elevator safety circuit 19, thus stopping the elevator system. This ensures that in the event of accidental release of one of the safety brakes 20, 20 ', the second safety brake 20', 20 is also actuated immediately. This prevents one-sided deceleration.
  • the speed limiter 18 stores the cause of the operation as relevant or critical and provides the corresponding error status signal S1 in the non-volatile memory.
  • the speed limiter 18 determines in a further case that, for example, the stationary elevator installation is or is to be shut down for a long time, it also interrupts the holding circuit of the holding magnet 29, even though there is no relevant fault in the elevator installation. As a result, the holding device 28 is released and the safety brake 20 is moved to the braking position, but without braking, because the elevator car is stationary and thus the safety brake 20 is not further tensioned.
  • the speed limiter 18 stores the cause of the operation as irrelevant, and provides the corresponding error status signal S1 in the nonvolatile memory.
  • the electronic speed limiter 18, upon request, the brake safety circuit 23 bridge with a bridge contact 32 to allow a controlled movement of the elevator car 2 according to need.
  • the safety brake 20 is delivered to a brake ready position and the holding device 28 is deactivated. Accordingly, the brake safety circuit 23 is interrupted and of course the elevator safety circuit 19 is interrupted, on the one hand by the brake safety circuit 23 but also by opening the first breaker 31st
  • the elevator control 10 determines that the elevator safety circuit 19, in particular in the area of the cabin safety system, is interrupted.
  • the elevator control starts now, as in Fig. 4
  • the brake controller 11 has undergone any internal tests and initialization routines and has determined that according to the stored error status signal S1, the cause of the operation was determined to be irrelevant or uncritical and that a function of the brake controller S2 itself is judged to be intact.
  • the elevator control queries in the event analysis F the error status signal S1 and the function readiness message S2 and determines the further course of action.
  • the functionality S2 of the brake control system 11 and other parts of the elevator safety circuit 19 are checked R0.1 and if the result is "yes" an optional display D2 or announcement is issued in the area of floors or in the car 2, for example indicates that a return trip will be made shortly.
  • the brake controller 11 closes, after appropriate instruction from the elevator control 10, the first breaker 31 of the elevator safety circuit 19 and temporarily bridges the brake safety circuit 23.
  • the holding device 28 of the safety brake is activated R1 by a second breaker 33 of the holding device closed and the holding magnet 29 is energized to prepare the holding device 28 for holding the safety brake 20 in the standby position.
  • the elevator control 10 gives corresponding movement commands to the car 2 or occasionally the counterweight 3 to move in a first direction of travel with preferably low speed R2.
  • the safety brake which was delivered before the movement only to the rails 6, 7 but not really curious, at least partially stretched or tightened.
  • This movement in the first direction of travel is preferably carried out until the safety brake is at least partially clamped on the braking surface of a brake or guide rail provided for braking R2.1.
  • the clamping R2.1 that has taken place can be determined, for example, by determining a travel path of the drive body, if necessary by means of the signals from the incremental encoder 14, and comparing it with a desired travel path.
  • a drive torque of the drive machine preferably by measuring the drive current, and to compare it with a desired torque, or it can also simply determine a time duration for the movement of the drive body in the first drive direction and compare it to a limit time value ,
  • the elevator control 10 indicates a reversal of the direction of travel and the drive 5 accordingly moves the elevator car or the counterweight in the opposite second direction of travel R3.
  • the safety brake Due to the movement R2 in the first direction of travel, the safety brake was clamped to the rail. Case by case, depending on the design of the safety brake 20 could thus also the holding device 28 are already spent in the holding position.
  • the safety brake is returned to the actual operating position.
  • This second movement R3 in the second direction of travel is basically continued until the safety brake is reset R3.1.
  • This can usually be easily determined, for example, by checking whether the brake safety circuit 23 is closed, ie the safety brake 20 is in the standby position or by measuring a travel distance or, as a particularly reliable option, by measuring the drive torque of the drive engine. As soon as the drive torque reaches an indicator value, which generally corresponds to the constant moment of movement of the empty car, the safety brake 20 is no longer in free contact.
  • Fig. 3 is exemplary, especially the movement in the second direction of travel, monitored by each trip aborted R3.2, when an unsafe condition of the elevator system is detected.
  • This monitoring preferably applies during each travel movement.
  • the drive is aborted when, for example, the drive torque of the prime mover reaches a maximum limit, when the drive torque of the prime mover exceeds a working limit during a time limit, when a limit period is reached, when limit positions of the drive body in the elevator shaft are run over or if the elevator safety circuit 19 detects another unsafe condition.
  • a manual reset M is usually initiated or requested.
  • the essential steps of the reset R of the safety brake 20 thus include activating R1 of the safety brake holding means to prepare it for holding the safety brake in a standby position, moving the vehicle in a first driving direction R2 to at least partially tension or retract the safety brake tensioning and moving the driving body in a second driving direction R3 opposite to the first driving direction in order to bring the safety brake into the ready position, where it is held by the activated holding device.
  • a manual reset M must be carried out as described in Fig. 5 is shown schematically.
  • an authorized person 35 is offered. This service is provided via known service channels, either electronically targeted by the elevator control or, for example, by telephone from affected persons.
  • the authorized person performs the necessary expert diagnoses of the elevator installation and initiates any repairs M1.
  • the authorized person carries out, for example, the reset steps R by manual control. He turns on the holding circuit of the holding device 28 and at most bypasses the brake safety circuit 23.
  • the authorized person 35 starts the reset by inputting an authorization code 36 to the elevator controller.
  • the authorization code 36 signals the elevator controller 10 that the person 35 is actually authorized to initiate a corresponding chain of commands.
  • the authorization code 36 may correspond, for example, to a part of an identification number of the brake control.
  • a predefined command and action cycle can be executed. This is, for example, a command via an operating keyboard of the elevator control followed by a reset command of the elevator control within a time window of for example 10 seconds.
  • the authorization code 36 includes a preferably personal key 34 which is connected to the brake controller 11 or the elevator controller 10.
  • the key may be a mechanical key allowing access to certain functions of the elevator. It may also be an electronic key, such as an electronic card, etc., which allows access to certain functions of the elevator. By using the key 34, the wearer of the same is identifiable.
  • the brake controller 11 or the elevator control 10 After entering the authorization code 36, the brake controller 11 or the elevator control 10 checks authorization M3 and, if successful, initiates the automatic reset A as described above. In any case, a negative test result again leads to an abort of the automatic reset.
  • the illustrated embodiments and processes can be varied by the person skilled in the art.
  • the assignment of individual functions to elevator control 10 or brake control 11 can be reversed or all functions can be combined in one control group.
  • the authorization check M3 can also be used for other sub-steps of lift maintenance, such as to authorize the performance of test activities on the brake control 11 or the safety brakes 20.

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  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)
  • Emergency Lowering Means (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Elevator Control (AREA)
  • Braking Systems And Boosters (AREA)

Claims (14)

  1. Procédé pour ramener en position initiale un frein de sécurité (20, 20'), débloqué en vue du freinage, d'un corps de circulation (2, 3) d'une installation d'ascenseur (1), avec un dispositif de retenue (28) de préférence électromécanique qui, dans un état désactivé, débloque le frein de sécurité (20, 20') en vue du freinage :
    le procédé contient au moins les étapes de retour en position initiale (R) suivantes :
    - activation (R1) du dispositif de retenue (28) du frein de sécurité (20, 20') afin de le préparer à maintenir le frein de sécurité dans une position d'attente,
    - déplacement (R2) du corps de circulation (2, 3) dans un premier sens de circulation, afin de serrer au moins partiellement ou de resserrer le frein de sécurité (20, 20'), et
    - déplacement (R3) du corps de circulation (2, 3) dans un second sens de circulation, opposé au premier, afin d'amener le frein de sécurité (20, 20') dans la position d'attente dans laquelle il est maintenu par le dispositif de retenue (28) activé,
    étant précisé que le dispositif de retenue (28) est activé avant le déplacement du corps de circulation (2, 3) dans le second sens de circulation.
  2. Procédé selon la revendication 1, étant précisé qu'on utilise comme premier sens de circulation un sens de déplacement descendant, et comme second sens de circulation, en conséquence, un sens de circulation montant.
  3. Procédé selon la revendication 1 ou 2, étant précisé que le dispositif de retenue (28) est activé avant le déplacement du corps de circulation (2, 3) dans le premier sens de circulation.
  4. Procédé selon la revendication 3, étant précisé que le déplacement du corps de circulation (2, 3) dans le premier sens de circulation est effectué jusqu'à ce que le frein de sécurité (20, 20') agisse par serrage au moins en partie sur une surface de freinage, destinée au freinage, d'un rail de freinage ou de guidage (6, 7) (R2.1).
  5. Procédé selon la revendication 4, étant précisé que le serrage au moins partiel (R2.1) du frein de sécurité (20, 20') qui est réalisé est constaté sur la surface de freinage destinée au freinage, grâce au fait
    - qu'une course du corps de circulation (2, 3) est déterminée, de préférence à l'aide d'une mesure d'un mouvement rotatif de la poulie motrice, et est comparée à une course de consigne prédéfinie, et/ou
    - qu'un couple d'entraînement d'un moteur d'entraînement (5) est déterminé, de préférence à l'aide d'une mesure d'un courant d'entraînement, et est comparé à un couple de consigne, ou
    - qu'une durée pour le déplacement du corps de circulation (2, 3) dans le premier sens de circulation est déterminée et est comparée à une valeur de temps limite.
  6. Procédé selon l'une des revendications 3 à 5, étant précisé que le déplacement du corps de circulation (2, 3) dans le second sens de circulation est effectué jusqu'à ce que le frein de sécurité soit ramené à sa position initiale (R3.1), ce qui est constaté quand un circuit de sécurité de frein (23) est fermé, et
    - le corps de circulation (2, 3) a parcouru une distance prédéfinie, et/ou
    - le couple d'entraînement du moteur d'entraînement (5) atteint une valeur d'indicateur.
  7. Procédé selon la revendication 6, étant précisé que le déplacement du corps de circulation (2, 3) dans le second sens de circulation est interrompu (R3.2) si
    - le couple d'entraînement du moteur d'entraînement (5) atteint une valeur limite maximale, ou
    - le couple d'entraînement du moteur d'entraînement (5) dépasse une valeur limite de fonctionnement pendant une limite de temps, ou
    - une durée limite est atteinte, ou
    - des positions limites du corps de circulation (2, 3) dans la gaine d'ascenseur sont dépassées, ou
    - un circuit de sécurité d'ascenseur (19) détecte un état non fiable.
  8. Procédé selon l'une des revendications 6 ou 7, étant précisé que les étapes de retour en position initiale (R) sont répétées sélectivement (R4) si, une fois que le déplacement du corps de circulation dans le second sens de circulation est terminé, le circuit de sécurité de frein (23) n'est pas fermé.
  9. Procédé selon l'une des revendications 6 à 8, étant précisé que la position d'attente du frein de sécurité (20, 20') est surveillée, et
    le circuit de sécurité de frein (23) de l'installation d'ascenseur se ferme si le frein de sécurité (20, 20') est en position d'attente et que le dispositif de retenue (28) est activé, et
    le circuit de sécurité de frein (23) de l'installation d'ascenseur est interrompu si le frein de sécurité (20, 20') ou le dispositif de retenue (28) n'est pas en position d'attente.
  10. Procédé selon la revendication 7, étant précisé qu'avant le déplacement du corps de circulation (2, 3) dans le premier sens de circulation, le circuit de sécurité d'ascenseur (19) est vérifié (R0.1), et le déplacement dans le premier sens de circulation n'est effectué que si des éléments prédéfnis dudit circuit de sécurité de l'ascenseur (19) sont jugés corrects, étant précisé que ces éléments prédéfinis du circuit de sécurité d'ascenseur (19) contiennent de préférence à l'exception du circuit de sécurité de frein (23) tous les autres éléments du circuit de sécurité d'ascenseur (19).
  11. Procédé selon l'une des revendications 7 ou 10, étant précisé
    - que les étapes de retour en position initiale (R) sont déclenchées automatiquement (A) si le dispositif de retenue (28) a été désactivé à la suite d'un événement jugé non critique, s'il y a un message d'attente de fonctionnement (S2) d'une commande de frein (11) et si le circuit de sécurité (19) de l'installation d'ascenseur qualifie l'installation de fiable, et
    - les étapes de retour en position initiale (R) sont déclenchées manuellement (M) si le dispositif de retenue (28) n'a pas été désactivé à la suite d'un événement jugé non critique, s'il n'y a pas de message d'attente de fonctionnement (S2) de la commande de frein (11) ou si le circuit de sécurité (19) de l'installation d'ascenseur ne qualifie pas l'installation de fiable,
    étant précisé que le message d'attente de fonctionnement (S2) de la commande de frein (11) est consulté lors d'une première étape (R0.2), avant que les étapes de retour en position initiale (R) ne soient effectuées.
  12. Procédé selon la revendication 11, étant précisé que le déclenchement manuel (M) des étapes de retour en position initiale (R) est effectué par une personne autorisée (35), étant précisé qu'une autorisation est vérifiée (M2) grâce au fait
    - qu'un code d'autorisation (36) est entré dans la commande de frein (11) ou dans une commande d'ascenseur (10), étant précisé que ce code d'autorisation (36) correspond par exemple à un élément d'un numéro d'identification de la commande de frein, ou
    - qu'un cycle d'ordres et d'actions prédéfini est exécuté, ou
    - qu'une clé (34) de préférence personnelle est reliée à la commande de frein (11) ou à la commande d'ascenseur (10).
  13. Procédé selon la revendication 11 ou 12, étant précisé que le déclenchement manuel des étapes de retour en position initiale contient :
    - une confirmation manuelle de l'état de la commande de frein, et
    - un déplacement manuel, ensuite, du corps de circulation dans un premier sens de circulation, et
    - un déplacement manuel consécutif du corps de circulation dans un second sens de circulation, opposé au premier,
    étant précisé que le déplacement manuel est effectué à l'aide d'un actionnement d'un entraînement d'ascenseur.
  14. Dispositif de sécurité dans une installation d'ascenseur, contenant
    - un frein de sécurité (20, 20') avec un dispositif de retenue (28) de préférence électromécanique qui, dans un état désactivé, débloque le frein de sécurité (20, 20') en vue du freinage,
    - une commande d'ascenseur (10) qui déclenche un retour automatique (A) à la position initiale du frein de sécurité (20, 20') si celui-ci a été débloqué en vue d'un freinage à la suite d'un événement jugé non critique, étant précisé que le retour automatique (A) à la position initiale comprend un retour du frein de sécurité, débloqué en vue du freinage, à sa position initiale,
    caractérisé en ce que ce retour à la position initiale se fait selon l'un des procédés des revendications 1 à 10.
EP12783593.2A 2011-11-29 2012-11-07 Frein de sécurité avec moyen de rappel Active EP2785626B1 (fr)

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PL12783593T PL2785626T3 (pl) 2011-11-29 2012-11-07 Hamulec bezpieczeństwa z przywracaniem do stanu wyjściowego
EP12783593.2A EP2785626B1 (fr) 2011-11-29 2012-11-07 Frein de sécurité avec moyen de rappel
HRP20151169TT HRP20151169T1 (hr) 2011-11-29 2015-11-03 Sigurnosna koäśnica s povratnim mehanizmom

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP11191102 2011-11-29
PCT/EP2012/071991 WO2013079288A1 (fr) 2011-11-29 2012-11-07 Frein de sécurité à rappel
EP12783593.2A EP2785626B1 (fr) 2011-11-29 2012-11-07 Frein de sécurité avec moyen de rappel

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EP2785626A1 EP2785626A1 (fr) 2014-10-08
EP2785626B1 true EP2785626B1 (fr) 2015-10-14

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EP (1) EP2785626B1 (fr)
KR (1) KR101997945B1 (fr)
CN (1) CN103958385B (fr)
AU (1) AU2012344215B2 (fr)
BR (1) BR112014012859B1 (fr)
CA (1) CA2850583C (fr)
DK (1) DK2785626T3 (fr)
ES (1) ES2559046T3 (fr)
HR (1) HRP20151169T1 (fr)
HU (1) HUE028382T2 (fr)
IN (1) IN2014CN03943A (fr)
MX (1) MX341590B (fr)
MY (1) MY167280A (fr)
PH (1) PH12014501193B1 (fr)
PL (1) PL2785626T3 (fr)
PT (1) PT2785626E (fr)
RU (1) RU2600424C2 (fr)
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WO2019110740A1 (fr) 2017-12-07 2019-06-13 Inventio Ag Parachute pour cabine, système d'ascenseur muni d'un parachute, et procédé de déverrouillage d'un parachute
EP3533748B1 (fr) 2018-03-03 2022-05-04 Otis Elevator Company Sous-systèmes régulateurs de réinitialisation
US11535487B2 (en) 2018-11-23 2022-12-27 Otis Elevator Company Elevator safety system

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CN104837758B (zh) 2012-12-13 2017-04-12 因温特奥股份公司 用于电梯系统的防坠装置
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EP3154892B1 (fr) 2014-06-12 2018-12-12 Otis Elevator Company Mécanisme d'actionnement d'élément de frein
CN107108154B (zh) * 2014-12-17 2019-11-12 因温特奥股份公司 具有制动系统的电梯设备
WO2017199329A1 (fr) * 2016-05-17 2017-11-23 三菱電機株式会社 Système d'ascenseur
DE102016218635A1 (de) * 2016-09-28 2018-03-29 Thyssenkrupp Ag Elektromechanischer Betätiger zum Betätigen einer Bremse einer Aufzugsanlage
CN106744141A (zh) * 2017-01-23 2017-05-31 菱王电梯股份有限公司 防止电梯意外移动的抱绳器控制电路
US10562739B2 (en) * 2017-08-25 2020-02-18 Otis Elevator Company Synchronized electronic safety actuator
CN111288100B (zh) * 2018-12-10 2023-03-14 奥的斯电梯公司 制动装置、制动装置检测方法以及电梯系统
CN109944574A (zh) * 2019-03-21 2019-06-28 新疆中凌工程技术有限公司 弱固结油砂储层扩容直井辅助扩容结构及施工方法
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019110740A1 (fr) 2017-12-07 2019-06-13 Inventio Ag Parachute pour cabine, système d'ascenseur muni d'un parachute, et procédé de déverrouillage d'un parachute
US11807496B2 (en) 2017-12-07 2023-11-07 Inventio Ag Catching device for a traveling body, elevator system having a catching device and method for unblocking a catching device
EP3533748B1 (fr) 2018-03-03 2022-05-04 Otis Elevator Company Sous-systèmes régulateurs de réinitialisation
US11535487B2 (en) 2018-11-23 2022-12-27 Otis Elevator Company Elevator safety system

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ES2559046T3 (es) 2016-02-10
PH12014501193A1 (en) 2014-09-08
IN2014CN03943A (fr) 2015-07-03
RU2600424C2 (ru) 2016-10-20
CA2850583A1 (fr) 2013-06-06
KR20140106524A (ko) 2014-09-03
AU2012344215A1 (en) 2014-06-19
WO2013079288A1 (fr) 2013-06-06
PH12014501193B1 (en) 2014-09-08
CA2850583C (fr) 2019-12-10
HRP20151169T1 (hr) 2015-12-04
NZ624024A (en) 2015-06-26
MX2014006355A (es) 2014-06-23
DK2785626T3 (en) 2016-01-11
BR112014012859A2 (pt) 2017-06-13
EP2785626A1 (fr) 2014-10-08
PL2785626T3 (pl) 2016-03-31
MY167280A (en) 2018-08-15
MX341590B (es) 2016-08-26
HUE028382T2 (en) 2016-12-28
PT2785626E (pt) 2016-01-27
BR112014012859B1 (pt) 2021-07-13
RU2014120987A (ru) 2015-11-27
KR101997945B1 (ko) 2019-07-08
US9206015B2 (en) 2015-12-08
ZA201403170B (en) 2015-07-29
US20130133984A1 (en) 2013-05-30
CN103958385B (zh) 2016-11-16
AU2012344215B2 (en) 2017-08-03
CN103958385A (zh) 2014-07-30
SG11201402582WA (en) 2014-09-26

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