EP2991924B1 - Hydraulisches bremssystem - Google Patents

Hydraulisches bremssystem Download PDF

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Publication number
EP2991924B1
EP2991924B1 EP14719770.1A EP14719770A EP2991924B1 EP 2991924 B1 EP2991924 B1 EP 2991924B1 EP 14719770 A EP14719770 A EP 14719770A EP 2991924 B1 EP2991924 B1 EP 2991924B1
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EP
European Patent Office
Prior art keywords
pump
pressure
piston chamber
throttle
brake
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EP14719770.1A
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German (de)
English (en)
French (fr)
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EP2991924A1 (de
Inventor
Reto Tschuppert
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Inventio AG
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Inventio AG
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Priority to EP14719770.1A priority Critical patent/EP2991924B1/de
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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
    • 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 braking system for a passenger transport system, which is designed as a lift, escalator or moving walk, a corresponding passenger transport system and a method for braking force control in such a passenger transport system.
  • the invention relates to the field of elevator installations.
  • a brake safety device for an elevator car is known.
  • a brake device acting on a guide rail is provided, wherein the braking force exerted by the brake device on the guide rail is controlled by a control device.
  • the braking device encloses a provided with running surfaces free leg of the guide rail, wherein each tread is provided by a brake plate holder worn brake plate.
  • at least one of the brake plates can be actuated by means of a brake cylinder, wherein the brake cylinder can be acted upon by a pressure generated in a pressure medium by means of a pressure medium device and regulated by means of the regulating device.
  • Belonging to the safety device pressure medium device has a driven by a motor pressure pump, which promotes pressure medium from a tank via a check valve to a pressure accumulator until the set at a second pressure switch maximum accumulator pressure is reached. If the accumulator pressure falls below a minimum pressure that can be set at a first pressure switch, the pressure accumulator is recharged to the maximum accumulator pressure. The accumulator pressure is greater than the brake pressure required for the brake application. In the case of braking apply a 3/2-way valve and a pressure control valve, the brake cylinder with the guided over the pressure medium line pressure medium.
  • the 3/2-way valve and the pressure control valve go back to their initial state, so that the pressure medium in the brake cylinder can relax via an adjustable throttle valve to a tank. It is possible that the delay of the elevator car remains constant and follows a predetermined value during the entire braking process.
  • the control device compares the predetermined value, for example the simple gravitational acceleration, with the value measured at the elevator car by means of a deceleration sensor and compensates for differences between the two Values by more or less acted upon by the brake cylinder by means of the pressure control valve.
  • the controller changes the setting of the pressure control valve such that the braking force of the brake cylinder reaches its maximum value. The elevator car is thereby blocked in the elevator shaft.
  • the control device in connection with the elevator control switches the motor on and off on the basis of the signals of the first pressure switch and of the second pressure switch. If the accumulator pressure in the pressure accumulator drops below a minimum pressure that can be set on the first pressure switch, the control device switches on the engine on the basis of the pressure switch signal. The engine remains switched on until the maximum pressure that can be set on the second pressure switch is reached.
  • control device switches on a 2/2-way valve
  • pressure medium flows into the cylinder chamber, as a result of which the compression spring is compressed.
  • the control device closes the 2/2-way valve.
  • the brake plates are lifted from the running surfaces of the guide rail.
  • the from the EP 0 648 703 A1 known brake safety device for an elevator car has the disadvantage that the operation of the braking device and the control of the braking force are complex.
  • the use of the pressure accumulator and the control valves is expensive and expensive.
  • the pressure in the accumulator is set and maintained within a narrow pressure range as possible, which requires frequent switching on and off of the motor and the pump as well as precise operating switching elements and a correspondingly frequent maintenance.
  • the use of as possible leak-free components of the hydraulic system required because otherwise the energy consumption for regular Nachellen the pressure medium or to maintain the brake pressure for economic operation is too large.
  • the object of the invention is to provide a braking system for a passenger transport system, a passenger transport system and a method for braking force control in such a passenger transport system, with a simple structure, with good controllability and with overall low energy consumption.
  • the passenger transport system is designed as a lift.
  • the braking system serves to stop an elevator car of the elevator.
  • an arrest of a respective means of transport can also take place in the case of an escalator or a moving walk through the braking system.
  • the statements made on the basis of the elevator or the elevator car therefore also apply correspondingly to an escalator or moving walk.
  • the versions are of course also for equipment intended for the transport of goods or goods usable. This applies in particular for goods or Freight elevators.
  • the brake system is configured to allow a return flow rate in a manner that adjusts a pressure in the piston chamber of an actuator in accordance with an equilibrium.
  • the equilibrium corresponds to a state in which a delivery volume flow is equal to the return flow rate.
  • it may in this case come with a variation of the reflux volume flow to a corresponding change in the pressure in the direction of the resulting balance, which represents a quasi-static case.
  • a control device can shorten such adaptation times by means of suitable control processes, in particular control processes.
  • the required adaptation time to control or regulating operations can be set or adjusted sufficiently short by means of a suitable embodiment of the components.
  • control device is configured to adjust the pressure in the piston chamber of the actuating device at least indirectly via at least the delivery volume flow of the pump.
  • control device can also adjust the delivery flow rate of the pump in a corresponding embodiment in another way, in particular by a variation of the return flow volume flow.
  • control device drives a motor, which drives the pump, at least indirectly so that the delivery flow rate of the pump is predetermined by a predetermined speed of the pump by the controller and / or predetermined by the controller power of the engine .
  • control device can control the motor, at least indirectly, in such a way that a predetermined motor current of the motor is set, with which a delivery volume flow corresponding to the motor current is established.
  • the pump is designed as a volume pump, in particular as a gear pump, then can thus advantageously on the speed of the pump, or the performance of the Motor or its motor current, at least approximately the delivery flow rate of the pump can be adjusted.
  • the delivery flow rate of the pump can be adjusted by the control of the motor at a certain speed.
  • the delivery flow rate of the pump can be varied and adjusted in a simple manner.
  • control device controls the motor by means of a frequency converter.
  • a frequency converter controls the motor by means of a frequency converter.
  • a throttle is provided and that the throttle is on the one hand at least indirectly connected to the at least one piston chamber of the actuating device and / or at least indirectly with a delivery side of the pump. Furthermore, it is advantageous that the throttle, on the other hand, at least indirectly with a tank from which promotes the pump, and / or at least indirectly connected to a suction side of the pump. The throttle thus enables the return flow rate. Depending on the configuration of the brake system, the throttle may also serve to increase the return flow volume flow in addition to a system-related leakage. Thus, it is advantageous that the reflux volume flow is at least partially made possible via the throttle.
  • At least one filter is further provided, which cleans the brake fluid, in particular an oil, in order to filter contaminants and thus to ensure a long service life of the brake system.
  • the throttle is connected on the one hand by means of the filter with the piston chamber of the actuator and / or by means of the filter with the delivery side of the pump.
  • the throttle on the other hand is connected by means of a filter to the tank and / or by means of a filter to the suction side of the pump. For example, if the filter is located between the tank and the suction side of the pump, a dirty filter will not hinder the return flow rate. Thereby, a related influence of a response of the braking device can be avoided.
  • the throttle it is advantageous for the throttle to be designed in such a way that the return flow volume flow enabled via the throttle or the part of the return flow volume flow enabled via the throttle increases at least approximately linearly with the pressure in the piston chamber.
  • the throttle has a diaphragm or is at least substantially formed by a diaphragm.
  • a diaphragm may have a fixed opening cross-section.
  • a volume flow, which is made possible via the throttle at least approximately proportional to the pressure in the piston chamber.
  • the term throttle is to be understood generally and also includes other embodiments and is not limited to diaphragms or bottlenecks.
  • the throttle is designed as an adjustable throttle.
  • the adjustable throttle can be set in this case in a possible embodiment by an authorized person. This can be done, for example, during installation or assembly of the brake system and, if appropriate, be subsequently changed by the authorized person. As a result, an adaptation to the particular application and a vote in terms of tolerances or in relation to the specific application case resulting differences in response is possible.
  • the adjustable throttle can also be designed to be controllable by the control device of the brake system in order to vary the throttling effect of the throttle as part of the control.
  • Such controllable throttle allows control concepts in which the control device, the pressure in the piston chamber of the actuator at least indirectly via the delivery flow rate of the pump and the return flow volume, which is adjustable by the controllable throttle adjusts.
  • the pump is designed as a pump with a self-leakage and that the return flow volume flow is at least partially made possible by the self-leakage of the pump.
  • a throttle to enable the return flow volume flow can also be omitted.
  • a low-cost pump can be selected, which allows a certain leakage and thus a certain part of the return flow rate.
  • the throttle in particular an adjustable throttle, the return flow in the desired manner increase. This results in a desired dependence of the return flow volume flow of the pressure in the piston chamber of the actuator both in terms of the internal leakage of the pump and the throttle effect of the throttle.
  • control device is connected to a sensor which detects at least one measured variable of the brake fluid or the actuating device.
  • the control device can accordingly adjust the delivery volume flow of the pump for adjusting the pressure in the piston chamber of the actuating device taking into account this measured variable.
  • parameters that affect the braking system can be taken into account or compensated.
  • a sensor in the form of a temperature sensor which detects a temperature of the brake fluid.
  • the control device can thus set the pressure in the piston chamber of the actuating device at least indirectly via at least the delivery volume flow of the pump, taking into account the detected temperature of the brake fluid.
  • the temperature of the brake fluid can be taken into account in the control. Specifically, therefore, a temperature compensation can be realized.
  • control device is connected to a sensor in the embodiment of a pressure sensor, which detects the pressure in the piston chamber of the actuating device.
  • the control device can thus set the pressure in the piston chamber of the actuating device at least indirectly via the delivery volume flow of the pump, taking into account at least the detected pressure in the piston chamber of the actuating device.
  • the detected pressure in the piston chamber can also be used as one of several measured variables in order to adapt the braking behavior over a plurality of response cycles of the braking device.
  • a self-regulation can be achieved in which, for example, contamination of a filter, changes in the return flow volume flow due to changes in the leakage or by the ambient temperature changes and the like can be compensated in a simple manner.
  • a compensation of changes occurring over time can thus take place in particular.
  • control device is connected to a sensor in the embodiment of a force sensor, which detects a dependent of the pressure in the piston chamber actuating force of the actuator.
  • the control device can thus adjust the pressure in the piston chamber of the actuating device at least indirectly via the delivery volume flow of the pump, taking into account at least the detected actuating force of the actuating device.
  • a control can also be realized, in which the operating force can be set to a desired setpoint.
  • a compensation of deviations occurring over the operating period can also be achieved via the detected actuating force.
  • the control can be improved.
  • control device is connected to a sensor in the embodiment of a displacement sensor which detects an adjustment path of an adjustable piston defining the piston chamber of the actuating device relative to a piston bore or a variable height of the piston chamber.
  • a sensor in the embodiment of a displacement sensor which detects an adjustment path of an adjustable piston defining the piston chamber of the actuating device relative to a piston bore or a variable height of the piston chamber.
  • the braking device is designed as a hydraulically released braking device.
  • the braking force can be applied, while the pressure in the piston chamber is sufficiently low.
  • the pump must therefore only be switched on when the braking device is released, that is, when it does not have to brake.
  • the elevator car is usually in a holding or waiting position most of the day.
  • a duty cycle during which the Brake device releases the elevator car is therefore comparatively small, in particular often much smaller than 50%.
  • Significantly less than 50% represents a relation to the turn-on of the elevator system. Because of the energy consumption, it is therefore useful to use the pressure in the piston chamber of the actuator, which is applied by driving the pump to release the braking device, that is, as before explains to design the braking device as a hydraulically released braking device.
  • a pressure relief device is provided which reduces the pressure in the piston chamber quickly when actuated and that the control device is designed to actuate the pressure relief device in a quick-brake operating mode.
  • an emergency stop can be realized with a ventilated brake device by the pressure relief device is actuated in the quick brake mode. This leads to a rapid drop or even collapse of the pressure in the piston chamber of the actuator and thus to an immediate release of the braking device.
  • a pressure limiting device which limits the pressure in the piston chamber.
  • the pressure in the piston chamber can be limited to a pressure which is sufficient to reliably open the brake device.
  • the maximum possible braking force can be adjusted by the pressure limiting device.
  • the system is protected against overloading, for example due to clogged lines.
  • the pump is designed as a volume pump.
  • the desired pressure in the piston chamber can be set via a speed reduction.
  • the pump can be designed as a piston pump or advantageously as a gear pump.
  • a plurality of brake devices, a plurality of pumps and a plurality of control devices may be provided, wherein each brake device is associated with a pump and a control device.
  • each brake device is associated with a pump and a control device.
  • Fig. 1 shows a passenger transport system 1, which is designed as an elevator (elevator system) 1, with a brake system 2.
  • the passenger transport system 1 can also be configured as an escalator or moving walk.
  • the passenger transport system 1 has an elevator car 33.
  • the elevator car 33 is suitable for receiving persons or goods.
  • the elevator car 33 is connected in the example by means of support means 36 via a drive 37 to a counterweight 35.
  • the elevator car 33 is guided on guide rails 3 by means of guide shoes 34.
  • the guide rail 3 includes a rail foot and a guide and brake bar 4.
  • the rail foot of the guide rail 3 may be connected, for example in an elevator shaft of the elevator 1 with a wall of the elevator shaft or a suitable support structure.
  • the brake system 2 is assigned to the brake bar 4 of the guide rail 3.
  • a pair of guide rails 3 is used in such a passenger transport system 1, wherein in each case a guide rail is arranged on each side of the elevator car.
  • Fig. 2 shows a braking system 2, which is suitable for example for the previously explained elevator.
  • the brake system 2 has a brake device 5 with a housing 6 and an actuating device 7.
  • the actuating device 7 has a piston 8, which is guided in a piston bore 9 of the housing 6.
  • An end face 10 of the piston 8 bounded in the piston bore 9 a piston chamber 11.
  • the volume of the piston chamber 11 in this case depends on a displacement d of the piston 8 in the piston bore 9 from.
  • the adjustment d is in this case coincident with a height d of the piston chamber 11.
  • the volume of the piston chamber 11 is thus proportional to the adjustment path d or to the height d of the piston chamber 11.
  • the piston bore 9 is preferably cylindrical in shape as a cylinder bore, in which the adjustable piston 8 is movable.
  • the adjustment of the piston 8 relative to the piston bore 9 is relevant.
  • Either the piston 8 or the piston bore 9 can be arranged fixed in an adjustment. Also, a suspension in which both the piston 8 and the piston bore 9 can move is possible.
  • the braking device 5 also has a spring element 12.
  • the spring element 12 counteracts an increase in the volume of the piston chamber 11 and thus an increase in the height d.
  • a pressure sensor 13 which measures the pressure p B in the piston chamber 11. Furthermore, a control device 14 is provided, which is connected in a suitable manner to the pressure sensor 13.
  • the brake system 2 further comprises a motor 15 and a pump 16 with changeable direction of rotation or changeable conveying direction or at least with a variable delivery volume flow Q P.
  • the pump 16 may have a self-leakage 17, which is in the Fig. 2 is illustrated by a throttled secondary line. In a modified embodiment, however, the pump 16 may also be at least substantially leak-free.
  • the pump 16 is preferably designed as a volume pump, in particular as a gear pump.
  • the pump 16 is from the motor 15 driven by a common axis 18. In a modified embodiment, the pump 16 may also be driven by the engine 15 via a transmission.
  • the control device 14 controls the motor at least indirectly.
  • the control device 14 controls the motor 15 by means of a frequency converter 19.
  • the brake system 2 further comprises a tank 20 from which the pump 16 delivers the brake fluid into the piston chamber 11.
  • the tank 20 is connected to a suction side 21 of the pump 16.
  • the piston chamber 11 is connected to a delivery side 22 of the pump 16.
  • a throttle 25 is provided which is connected on the one hand with the piston chamber 11 of the actuator 7 and with the delivery side 22 of the pump 16.
  • the throttle 25 is on the other hand via a filter 26 to the suction side 21 of the pump 16 and to the tank 20, from which the pump 16 promotes connected.
  • the filter 26 is thus connected on the one hand to the throttle 25 and on the other hand both to the tank 20 and to the suction side 21 of the pump 16.
  • the throttle 25 is at least substantially formed by a diaphragm in this embodiment.
  • a return flow volume flow Q L is established .
  • This reflux volume flow Q L is divided in this embodiment, the self-leakage 17 and the throttle 25.
  • the delivery volume flow Q P of the pump 16 results.
  • the rotational speed n can in this case be predetermined by the control device 14.
  • the speed n of the pump 16 may also result in relation to a predetermined power P of the motor 15 or its motor current I, wherein the power P or the motor current I can be varied by the control device 14.
  • Fig. 3 shows a diagram for explaining the operation of the brake system 2 of Fig. 2 ,
  • a pressure p is indicated on the abscissa.
  • a volume flow Q is indicated.
  • a linear dependence on the pressure p is shown for the reflux volume flow Q L.
  • the return flow volume flow Q L which is established via the self-leakage 17 and throttle 25 is thus proportional to the pressure p.
  • the delivery volume flow Q P decreases at a constant speed n as the pressure p increases.
  • the return flow volume flow Q L is in each case dependent on the rotational speed n - equal to the delivery volume flow Q Pn , Q Pn ' .
  • the, corresponding to the rotational speed n, n 'pressure p Bn , p Bn' in the piston chamber 11 of the actuator 7, as shown in the Fig. 3 is illustrated. It is a stable balance. If, for example, the pressure p were in equilibrium lower than the pressure p B , then initially a smaller return flow volume flow Q L than the delivery volume flow Q P would result. However, this means that in the piston chamber 11 more brake fluid is promoted, as it flows out of this.
  • Fig. 3 illustrated dependence of the delivery volume flow Q P of the pressure p in the piston chamber 11 always for a certain speed n or a certain power P or a specific motor current I applies.
  • a change in the speed n of the pump 16 or the power P or the motor current I of the motor 15 results in a different relationship that can be described at least approximately by a displacement of the entire curve in a direction 27 or counter to the direction 27.
  • a shift of the curve Q P in the direction 27 is achieved here by an increase in the rotational speed n or an increase in the power P or the motor current I. Accordingly, it comes with a reduction in the speed n or a reduction in the power P or the motor current I to a Shift against the direction 27.
  • Fig. 3 illustrated dependence of the delivery volume flow Q P of the pressure p in the piston chamber 11 always for a certain speed n or a certain power P or a specific motor current I applies.
  • the control device 14 changes the rotational speed n, the power P or the motor current I.
  • the change in the overall curve Q P achieved in this respect results in a new equilibrium in which the reflux volume flow Q L , is equal to the delivery volume flow Q P , which corresponds to a changed point of intersection between the curves Q L , Q P.
  • a new pressure p B in the piston chamber 11 is established at equilibrium.
  • the control device 14 can adjust the pressure p B in the piston chamber 11 of the actuating device 7 via the delivery volume flow Q P or via the rotational speed n of the pump 16.
  • the throttle 25 may also be configured as an adjustable throttle 25, wherein an adjustability is made possible by the control device 14. Then, the control device 14, the pressure p B additionally via the return flow volume flow Q L set. Because by changing the throttle effect of the throttle 25, in particular an opening cross-section of the aperture 25, the slope of the curve Q L can be varied.
  • control device 14 sets the pressure p B in the piston chamber 11 of the actuating device 7 at least indirectly via only the delivery volume flow Q P of the pump 16.
  • the actuator 7 acts, see Fig. 2 , on brake shoes 28, 29 of the braking device 5, as illustrated by the two double arrows 23, 24.
  • the brake device 5 can be configured as a hydraulically actuated or hydraulically released brake device 5.
  • a hydraulically actuated brake device 5 when the pressure p B in the piston chamber 11 is increased, the brake shoes 28, 29 initially engage Brake rail 4 and then to an increasing increase in braking force.
  • the maximum braking force is applied by the spring element 12 and gradually reduced by an increasing pressure p B in the piston chamber 11.
  • a temperature sensor 30 is also provided, which is arranged in the return to the filter 26. Via the temperature sensor 30, a temperature T of the brake fluid is detected. The temperature sensor 30 may also be arranged at a different location.
  • the control device 14 is connected to the temperature sensor 30.
  • a force sensor 31 is provided, which detects a dependent of the pressure p B in the piston chamber 11 actuating force F of the actuator 7.
  • the force sensor 31 is suitably connected to the control device 14.
  • a displacement sensor 32 is provided, which detects the adjustment path d of the piston 8 or the height d of the piston chamber 11.
  • the displacement sensor 32 is suitably connected to the control device 14.
  • the control device 14 can take into account the detected measured variables of the sensors, namely the adjustment path d, the temperature T, the pressure p B and the force F. Depending on the embodiment, one or more of these measured quantities d, T, p B , F can be used, whereby unnecessary sensors 13, 30, 31, 32 can also be dispensed with. In a particularly simple embodiment of the brake system 2, a control is possible, which is independent of such measured variables measured d, T, p B , F, so that an embodiment without such sensors 13, 30, 31, 32 is possible.
  • One or more of the detected measured quantities d, T, p B , F enables improved control, in particular regulation.
  • a temperature compensation can take place via the temperature T when the pump 16 is actuated.
  • at least one of the measured quantities d, p B , F can react at least indirectly on the instantaneous pressure p B in the piston chamber 11. This makes possible in particular a regulation in which the desired braking force can be set and maintained at least largely independently of other influencing variables.
  • the throttle 25 may also be omitted. In this embodiment, the return flow volume then comes about essentially only on the self-leakage 17 of the pump 16.
  • the brake system 2 can also have a pressure relief device 40 with a switching valve 41 and an adjustable throttle 42.
  • the brake device 5 is designed as a hydraulically released brake device 5, then by pressing the switching valve 41, the pressure p B in the piston chamber 11 can be rapidly reduced. This leads to a rapid decrease in volume in the piston chamber 11, so that the braking force can be rebuilt correspondingly quickly.
  • the adjustable throttle 42 In a correspondingly weak throttle effect of the adjustable throttle 42, it can also lead to a collapse of the pressure in the piston chamber 11, which allows emergency braking.
  • a quick brake mode is enabled via the pressure relief device 40.
  • the brake system 2 may optionally also have a pressure limiting valve 43. If the brake device 5 is designed as a hydraulically released brake device 5, then the pressure p B can be limited, for example, to a value via which the brake device 5 is open via the pressure limiting valve 43. If the brake device 5 is designed as a hydraulically operated brake device 5, then the maximum braking force can be adjusted via the pressure limiting valve 43.
  • the hydraulically released braking device 5 is particularly suitable for passenger transport systems 1, which are designed as a lift.
  • the braking device 5 can be kept open during a journey of the elevator car 33.
  • an elevator journey is usually a maximum of about 30 to 45 seconds. Many rides are also shorter, as intermediate floors are approached.
  • the brake device 5 is closed by the hydraulic brake release by depressurization of the piston chamber 11 takes place.
  • the pump can be switched off. As a result, heating of the brake fluid is prevented and an energy requirement kept low.
  • the brake system 2 may also include cooling the brake fluid.
  • the brake fluid in the tank 20 can be cooled.
  • cooling by a continuous cooler is also possible.
  • a quick reduction the pressure p B in the piston chamber 11 can be achieved or accelerated by reversing the conveying direction of the pump 16.
  • the pump 16 promotes the brake fluid back into the tank 20. If the brake device 5 operates without leakage to the outside, the brake fluid is then conveyed back and forth between the piston chamber 11 and the tank 20, wherein the return flow volume flow Q L takes place in parallel via the throttle 25.
  • the speed of the actuating device 7, that is, the time derivative of the adjustment path d, results from the resulting volume flow, which flows into or out of the piston chamber 11. In this case, the speed results by dividing the resulting volume flow by the area of the end face 10.
  • the integral of the speed over a certain period of time results in the part of the adjustment path d traveled in this period of time. If the adjustment path d or the volume of the piston chamber 11 initially disappears, then the adjustment path d results from the integral of the speed. From the adjustment path d, the pressure p B in the piston chamber 11 results indirectly.
  • the control device 14 can calculate the pressure p B during a delivery process from the adjustment path d.
  • the individual components of the brake system 2 can be advantageously assembled in one unit.
  • the optimal design of the aperture 25 can in this case be determined by trial and error or calculation.
  • the aperture 25 may also be formed by one or more holes in the housing 6 of the brake device 5.
  • a required closing time can be guaranteed.
  • An improved adjustment of the discharge channel formed via the pressure relief device 40 can be realized by the adjustable throttle 42.
  • the adjustable throttle 42 may also be designed as a fixed throttle.
  • the pressure limiting valve 43 also ensures protection of the brake system 2 against overload, as this limits a maximum pressure in the hydraulic circuit of the brake system 2.
  • the filter 26 may also be arranged at a different location. Specifically, the filter 26 may be disposed between the tank 20 and the suction side 21 of the pump 16. As a result, a dirty filter 26 does not hinder a response of the braking device 5.
  • a cost-effective design of the brake system 2 is possible because the number of parts required is low. Specifically, valves and accordingly a valve logic can be saved.
  • an embodiment of the brake system 2 is possible, which is based essentially on the pump 16, the tank 20, the housing 6 - which forms a cylinder with the piston bore 9 - and the piston 8.
  • a pump 16 with greater self-leakage can be used. As a result, the quality requirements for the pump 16 can be reduced.
  • a pump with greater self-leakage is usually cheaper than a pump with low leakage.
  • the brake system 2 can be configured as an integrated unit, in which all or at least most of the components are integrated into a housing 6 serving as a brake housing.
  • a loss of brake fluid in particular a loss of leakage, can be minimized to the outside.
  • the operation of the brake system 2 can thus be realized in particular via a speed control of the speed n of the pump 16.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
EP14719770.1A 2013-04-30 2014-04-28 Hydraulisches bremssystem Active EP2991924B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14719770.1A EP2991924B1 (de) 2013-04-30 2014-04-28 Hydraulisches bremssystem

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13166054 2013-04-30
EP14719770.1A EP2991924B1 (de) 2013-04-30 2014-04-28 Hydraulisches bremssystem
PCT/EP2014/058551 WO2014177494A1 (de) 2013-04-30 2014-04-28 Hydraulisches bremssystem

Publications (2)

Publication Number Publication Date
EP2991924A1 EP2991924A1 (de) 2016-03-09
EP2991924B1 true EP2991924B1 (de) 2017-01-25

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Application Number Title Priority Date Filing Date
EP14719770.1A Active EP2991924B1 (de) 2013-04-30 2014-04-28 Hydraulisches bremssystem

Country Status (7)

Country Link
US (1) US20160152441A1 (zh)
EP (1) EP2991924B1 (zh)
CN (1) CN105164040B (zh)
AU (1) AU2014261513B2 (zh)
CA (1) CA2908798A1 (zh)
HK (1) HK1215943A1 (zh)
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DE102014206461A1 (de) * 2014-04-03 2015-10-08 Thyssen Krupp Elevator Ag Aufzug mit einer Bremsvorrichtung
DE102014104865A1 (de) * 2014-04-04 2015-10-08 Thyssenkrupp Ag Aufzug mit einer Bremsvorrichtung
US9738491B2 (en) * 2015-01-30 2017-08-22 Thyssenkrupp Elevator Ag Hydraulic-boosted rail brake
CN107922147B (zh) * 2015-08-12 2019-11-19 因温特奥股份公司 用于电梯的防抱死制动装置以及用于对其进行控制的方法
CN106348124B (zh) * 2016-09-21 2019-03-05 广东德奥电梯科技有限公司广西分公司 带震动液压源的安全钳系统
US20180118522A1 (en) * 2016-10-28 2018-05-03 Otis Elevator Company Sensor on escalator landing plate
CN109534126A (zh) * 2018-11-02 2019-03-29 李以仁 电梯防暴冲装置
WO2022207232A1 (de) * 2021-03-31 2022-10-06 Inventio Ag Bremssystem für einen aufzug

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CA2908798A1 (en) 2014-11-06
AU2014261513A1 (en) 2015-11-19
CN105164040A (zh) 2015-12-16
WO2014177494A1 (de) 2014-11-06
HK1215943A1 (zh) 2016-09-30
AU2014261513B2 (en) 2017-03-02
US20160152441A1 (en) 2016-06-02
CN105164040B (zh) 2017-12-12
EP2991924A1 (de) 2016-03-09

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