EP3008007A1

EP3008007A1 - Braking method for a passenger transport system, brake control for carrying out the braking method and passenger transport system having a brake control

Info

Publication number: EP3008007A1
Application number: EP14726634.0A
Authority: EP
Inventors: Roman Hopp
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2013-06-13
Filing date: 2014-05-28
Publication date: 2016-04-20
Anticipated expiration: 2034-05-28
Also published as: HK1214578A1; US20160152440A1; CN105283404A; EP3008007B1; WO2014198545A1; ES2622383T3; CN105283404B; US9469504B2

Abstract

The invention relates to a braking method for a passenger transport system (1) which is designed as an elevator, escalator or moving walkway. Upon the occurrence of a technical problem on the passenger transport system (1), a service brake (15) of the passenger transport system (10) is activated by means of an activation signal and an emergency stop is initiated. In addition to activation of the service brake (15), the activation signal is supplied directly to a brake control (3) of the passenger transport system (1) such that, upon the occurrence of the activation signal by means of the brake control (3) a drive machine (9) of the passenger transport system (1) is actuated in a motor brake operating mode. The drive machine (9) is not switched by the brake control (3) to a condition free of braking torque until a braking effect of the service brake (15) is detected on moving components (4, 5, 6, 7, 10, 22) of the passenger transport system (1) and has been transmitted to the brake control (3).

Description

Braking method for a passenger transport system. Brake control for carrying out the braking process and passenger transport system with a brake control

The invention relates to a braking method for a passenger transport system, which, as an elevator,

Escalator or moving walk is configured, a brake control to carry out this

Braking method and a passenger transport system with this brake control. Specifically, the invention relates to the field of elevator installations.

If a technical problem occurs in a passenger transport system, for example, the elevator car of an elevator must be stopped as quickly as possible. Such, referred to as emergency stop process takes place by the immediate triggering of a service brake

Passenger transportation system. Further, in the known in the art

Passenger transport systems at emergency stop at the same time a drive motor of the prime mover separated from the electrical network. Emergency stops are very uncomfortable for a user of the passenger transport system, since the braking performance of the service brake and the braking deceleration occurring in this case to achieve the shortest possible braking distance are very high. Mechanically, an emergency stop is difficult to control because the deceleration depends very much on the kinetic energy to be decelerated, the condition of the service brake and the temperature of the brake linings. This can lead to burdens on the user exceeding lg.

From EP 1 997 765 A1 a brake control for an elevator car is known. By means of this brake control, the braking force of an electromagnetic brake at the time of an emergency stop can be controlled so that the braking deceleration of an elevator car is equal to a predetermined value. This is based on a delay control value and a

Speed signal. A disadvantage, however, considered that the calculations required for this take a long time, which delays the generation of the braking force. Therefore, the brake control known from EP 1 997 765 A1 has a configuration in which a part of the total braking force generated at the time of emergency braking of the elevator car can be adjusted. Furthermore, an unadjustable part of the braking force is provided, which directly generates a braking force, without an adaptation of this part taking place at the time of the emergency braking of the elevator car.

The known from EP 1 997 765 A1 brake control has the disadvantage that, although a reduction of the braking force during deceleration of the elevator car is possible and at the same time a faster onset of braking effect with the non-changeable part of the braking force, but

System-related delays in switching nevertheless deteriorate the braking behavior. Furthermore, the predetermined non-adaptable part of the braking effect is not too big only if he is set correspondingly low. Such a low specification of the braking effect can lead to the braking effect being too low in most cases when emergency braking is initiated.

Also in US 6,896,119 B2, a braking method for a passenger transport system is disclosed. This braking method has the method steps that both activation of the

Service brake, as well as the separation of the prime mover are triggered by the supply network. According to this braking method, the separation of the prime mover from the supply network by switching off the frequency converter takes place only after the service brake has been activated. This braking method has the disadvantage that the separation of the drive from the supply network, although after the activation of the mechanical service brake, but the braking effect of the mechanical service brake is completely ignored.

Object of the present invention is to provide a braking method for a passenger transport system, a brake control for carrying out this braking method and a passenger transport system with this brake control, so as to achieve the shortest possible braking distance in an emergency stop and despite the emergency stop a user of the passenger transport system to a given ride comfort Offer.

The object is achieved by a braking method for a passenger transport system, which is designed as a lift, escalator or moving walk. Furthermore, the object is achieved by a brake control, which is suitable for carrying out this braking method, and by a passenger transport system with such a brake control.

Unlike in known passenger transport systems of the prior art, during an emergency stop in the braking method according to the invention with the activation of the service brake is not simultaneously disconnected the drive machine of the passenger transport system from the power supply or switched to a braking torque-free state. Instead of simultaneously disconnecting the prime mover from the supply network with the activation of the service brake, in addition to the activation of the service brake, the activation signal is fed directly to a brake control of the passenger transportation system. Due to the transmitted activation signal, the drive machine of the passenger transport system is controlled in an engine braking mode by means of the brake control and the drive machine by the brake control only then in one

switched brake torque-free state when a braking effect of the service brake has been detected on moving components of the passenger transport system and transmitted to the brake control. This means that during an emergency stop according to the invention a change from the pure

Engine braking mode towards purely mechanical braking of the service brake. The fact that the change from the pure engine braking mode to the purely mechanical

Braking the service brake in response to the detected braking action of the service brake, the overlapping period of time, in which both the prime mover and the mechanical service brake at the same time brakes, can be kept as short as possible. This leads to an extraordinarily smooth transition from the engine braking mode to the purely mechanical braking of the service brake. Furthermore, the brake pad of the service brake is maximally protected, since the service brake does not have to slow down a driving drive machine, if due to the set braking ramp of the frequency inverter specifies a higher speed of the drive machine, as the speed would be on the brake drum of the mechanical service brake in a purely mechanical braking. Furthermore, the proposed braking method significantly increases the safety of the system, since the time of separation of the prime mover from the power supply network is directly dependent on the detected braking effect of the service brake on the moving components and therefore the separation is triggered by the braking effect of the service brake.

Of course, small bearing friction of the engine and engine braking torque due to a residual magnetization even after the separation of the engine from

Supply network, but these remain unconsidered in connection with the feature "braking torque-free state".

Since the prime mover can also have a braking effect in other operating cases, in

Related to the present invention and to differentiation from these others

Operation cases mentions an engine braking mode, which is assigned specifically to the emergency stop. The other operating traps include, for example, the braking of the elevator car when reaching a destination floor or the limitation of the speed of the elevator car during the

Down travel when the mass of the elevator car is greater than the mass of the counterweight.

On the basis of this engine braking mode defined above, during an emergency stop, a braking course coordinated with the respective passenger transport system can be achieved.

The service brake may have spring-loaded brake shoes that can generate an at least theoretically constant braking torque in the event of braking. When the service brake is designed so that it is capable of the maximum mass difference between the counterweight and the

Brake the elevator car and keep it at a standstill, then this constant braking torque is very high.

Another disadvantage of the passenger transport systems known in the prior art is that that with a simultaneous separation of the motor current and the activation of the service brake, the drive motor for a short but practically relevant time is de-energized and therefore torque-free, while the service brake is not yet effective. Among other things, passes a certain amount of time until the brake shoes or the like abut the brake disc or a brake drum. Furthermore, there may be some delays due to necessary switching operations. The usually existing mass difference between the elevator car and the counterweight can lead to an additional acceleration of the elevator car. Thus, the service brake then has to destroy even more kinetic energy than was present at the time the emergency stop was triggered. This leads to a longer braking distance.

As already mentioned, another problem is that the brake performance required in the specific situation is very different. This also depends on the loading of the

Elevator car and the current direction of travel. For example, the mass of the

Elevator car plus its load in a conceivable situation equal to the mass of the

Be counterweight. In an emergency stop then the fixed set braking torque of a mechanical service brake for this load case is too large. In lifts with steel cables as suspension means, the limited friction between the traction sheave and the steel cables can serve as a limitation of the braking torque. An emergency stop is then uncomfortable for the user, but he is not overly compressed. However, lifts with straps as suspension means have a very high coefficient of friction between the belt and the traction sheave. In this case, the belt hardly slip to the traction sheave in the event of an emergency stop, so that the full braking torque of the service brake is transmitted via the suspension means to the elevator car. This leads to a very unpleasant, high delay for the user. In addition, the elevator car can begin to swing in the direction of travel. Such oscillating movements are also very uncomfortable for the user.

Consequently, in the event of an emergency stop depending on the direction of travel, a mass difference between the loaded elevator car and the counterweight can additionally have the effect of braking or additionally accelerating. Taking into account the maximum possible mass difference in the case of an elevator car which is not or hardly loaded, or a fully laden elevator car, a large area thus results for the ideal braking power or the ideal one in the individual case

Braking torque or the ideal braking force of the service brake. In addition, given a mass difference in a direction of travel, an additional acceleration occurs when the drive motor of the drive machine, for example, is switched off or otherwise in an idle or the like, before the service brake engages. The present invention eliminates these problems by having the elevator car decelerated immediately by the prime mover in the engine braking mode during emergency stop. Thus, without modification of the service brake an adjustment of the braking power

or the braking torque or the braking force. Furthermore, depending on the situation, the ride comfort can be optimized. However, for example, stands for special cases, especially in a malfunction in the field of prime mover still the full

Braking effect of the service brake available. It is particularly advantageous that the

Drive machine serves as an engine brake at least for the required drive time of the service brake. This not only prevents an additional acceleration of the elevator car when switching or at the beginning of the emergency stop, but the elevator car braked already from the occurrence of the activation signal, so that the speed of the car has already been significantly reduced when "gripping" the service brake In addition, delay times of switching elements such as contactors or relays, which are used to control the service brake and to disconnect the drive machine from a power supply, must be taken into account It is important that only after the detected closure of the service brake a drive motor of the prime mover is disconnected from the mains. The time delay is in this case technically predetermined and is based inter alia on the switching behavior of the switching elements.The activation signal corresponding to the status of the safety circuit can be used to prevent the emergency stop from occurring when the service brake b already initiate a deceleration of the drive motor of the prime mover. This braking can be done by the brake control in particular by means of a frequency converter.

In order to achieve the shortest possible braking distance with the greatest possible driving comfort during an emergency stop, the engine braking mode can be power-controlled and speed-controlled. For this purpose, the brake control regulates the braking power of the prime mover at a maximum permissible braking power limit, wherein this braking power limit is only exceeded if a rotational retardation of the prime mover exceeds a maximum permissible rotational retardation. The braking power limit stored in the control as a defined value and thus the maximum permissible braking torque limit limits the maximum load of the mechanical brake

Components, so that the prime mover does not act with too high a braking torque on the abzubremsenden moving components of the passenger transport system. At the same time, a regulation at the maximum permissible braking power limit leads to an optimal utilization of the mechanical strength of the components to be braked and thus to the shortest possible braking distance. However, since the kinetic energy of the moving components varies depending on the load of the elevator car and further decreases in the square of the rotational delay, the rotational deceleration and negative acceleration, respectively, further increase the ride comfort respected. The maximum permissible rotation delay is a value defined in the control and limits the negative acceleration or deceleration, so that in the

Elevator car present users, for example, evenly and less than lg is charged. As a result, the very unpleasant, oscillating movements can be avoided in lifts with belt support means.

To determine the instantaneous braking power of the drive machine, a braking torque of the drive machine can be measured continuously or sequentially and transmitted to the brake control. The braking torque can for example be measured directly by means of a torque measuring sensor. This has the advantage that it is more direct, safer and more accurate than a calculation of the braking torque from the generated electric power of the prime mover.

In a further embodiment of the invention, the activation of the service brake can be delayed by a delay period at the occurrence of the activation signal. As a result, the collapse of the service brake during an emergency stop is made specifically at a later time, as is the case according to the required drive time at the immediately triggered service brake. Consequently, the kinetic energy of the elevator car can be reduced over a longer period by means of acting as an engine drive engine than in an immediate activation of the service brake. In addition to an improved deceleration, in particular a higher level of comfort for a user, thus a larger part of the kinetic energy of the elevator car can be recovered if a regenerative capacity is given. Furthermore, the service brake is spared because it has to convert less kinetic energy of the moving system into heat.

The end of the delay period and thus the activation of the service brake can take place, for example, after a predetermined delay period or with the achievement of a predetermined speed of the drive shaft of the drive machine. Preferably, the predetermined speed of the drive shaft is less than 2 revolutions / second and greater than 0.1 revolutions / second, so that the service brake engages at extremely low speed of the moving components of the passenger transport system. Particularly preferably, the predetermined speed is set to less than 1 revolution / second and greater than 0.5 revolutions / second. The small residual speed of the lower range limit of the above-defined speed range is sufficient to determine a braking effect of the service brake beyond doubt, so that after the determination, the prime mover can be switched to a braking torque-free state and the service brake brakes the moving components to a standstill.

However, it should be noted that the delay of the signals generated by the safety circuit to activate the service brake for safety reasons is problematic and possibly also violates this rule. From the safety standards, for example from the standard EN-81 is known that in an emergency stop a delay of the service brake application is not allowed. In case of failure of the prime mover, the brake would be closed too late or even never. In order nevertheless to achieve the prescribed safety, as it is achieved with an immediate activation of the service brake, an additional security check is provided by a safety device or a safety system with the safety device. After the occurrence of the activation signal, the functionality of the drive machine and / or at least one device of the passenger transport installation relevant to the operability of the drive machine is monitored by means of the safety device. If only one of these conditions is not met, the safety system with the safety device closes the service brake and, if necessary, disconnects the drive motor from the mains. More extensive actions such as the additional activation of a second service brake or a safety brake or safety brake are possible. Thus, the prescribed safety standard is met or even surpassed by the safety device. to

For example, the safety system can monitor four existing measurable operating variables, namely the actual motor current, the actual motor speed or the motor speed frequency value, the drive shaft rotation delay and the safety circuit signal.

The above-explained braking methods require a corresponding brake control of a passenger transport system. When a technical problem occurs at the passenger transport system, a service brake of the passenger transport system is activated by means of an activation signal and an emergency stop is initiated. The brake control controls at least during a required actuation time of the service brake an engine of the passenger transport system in an engine braking mode. Furthermore, the brake control switches the drive machine in a braking torque-free state as soon as a braking effect of the service brake is detected. The

Service brake and the engine of the passenger transport system are not part of the brake control. However, the brake control can be wholly or partially integrated in the service brake and / or the engine of the passenger transport system. Preferably, however, the brake control is designed as a separate assembly or unit, which is connected during assembly with the service brake and the prime mover. Thus, the brake control can also be manufactured and distributed independently of a service brake and a prime mover of the passenger transport system.

The braking effect of the service brake, for example, by a measurement and evaluation of the Change of at least one operating parameter of the prime mover can be detected. This operating parameter may be a torque of the prime mover and / or that of the

Drive machine generated electrical energy or current and voltage and / or be detected on the drive shaft rotation deceleration.

As already stated above, in a further embodiment of the invention, the

Brake control on the occurrence of the activation signal delay the release of the service brake by a delay period. The delay period can be fixed. Furthermore, the end of the delay period can also be predetermined by reaching a predetermined speed of the drive machine.

In order nevertheless to achieve the prescribed safety, as it is achieved for example in an immediate release of the service brake, an additional security check is provided by a safety device. By means of the safety device, the functionality of the drive machine and / or at least one relevant to the functioning of the drive machine means of passenger transport system is monitored. In particular, by the

Safety device to check whether the frequency converter is active, whether the

Frequency converter is able to delay an elevator car or the like and whether the power switch and the power supply are in order. Additionally or alternatively, it is advantageous that the safety device monitors a motor current of the drive machine and / or a current rotational speed of the drive machine and / or a current reference value for the engine speed of the drive machine and / or a rotational retardation of the drive shaft.

The monitoring takes place at least after the occurrence of a safety circuit of the

Passenger transport system generated activation signal continuously or sequentially.

Of course, the monitoring can also during normal operation of the

Passenger transport system carried out continuously or sequentially, so that with the occurrence of the activation signal, the functionality of the individual, listed above

Components already known. If only one of these conditions is not met, the safety device closes the service brake and, if necessary, disconnects the drive motor from the mains. Thus, the prescribed safety standard is met. For monitoring, the

Security system, for example, three existing, measurable operating variables, namely the actual motor current, the actual motor speed or the

Use the motor speed frequency value and the safety circuit signal.

Through a regenerative frequency converter or inverter can in Advantageously, a power supply for the drive machine can be ensured, wherein the brake control means of the regenerative frequency drive drives the drive machine and the frequency converter regenerates a generated in the engine braking mode of the engine electrical energy at least partially back into a supply network. As a result, a brake energy recovery is possible.

In the engine braking mode, the frequency converter can control the drive motor with a combination of torque control and speed control until the service brake is actually closed. Immediately after the service brake fails, in addition to

Motor braking torque whose mechanical braking to a change in the rotational retardation of the drive motor and thus to a significant change in the generated electric power of the drive motor. The closure of the service brake can thus be at least indirectly detected by the brake control by signals from the frequency converter on the actual speed and the actual torque and / or the electrical energy generated by the engine or power and voltage are received by the brake control. In response to these signals, the drive motor of the prime mover can via the frequency converter

be switched torque-free.

Thus, an improved brake control for a passenger transport system can be realized. In order to achieve the shortest possible braking distance with the greatest possible driving comfort in the event of an emergency stop, the braking deceleration can be initiated by means of the frequency converter. This avoids the problem of additional acceleration and part of the kinetic energy of the

Personnel transport system or the elevator system withdrawn before the service brake mechanically introduces a delay. The delay with the drive motor of

Drive and the frequency converter is preferably power controlled and speed controlled. In this case, the brake control for the purpose of achieving the shortest braking distance as possible regulate the frequency at the upper allowable braking power limit, this power limit is exceeded, when the delay or a rotational retardation of the drive motor exceeds a predetermined deceleration rate. The mechanical gripping of the service brake can be due to the significant change in the electrical power generated by the drive motor, which manifests itself in a power loss, and the much higher

Delay rate can be detected, whereby a network separation of the drive motor or a torque enable the drive motor can be triggered.

For the dosage of the braking power is thus not necessarily a controllable

Service brake whose braking power is variable, required. Thus, the service brake can also be designed simplified. Specially brake magnets or the like can thus be saved, which reduce the braking force of the service brake, if the braking power in the specific situation would be too high. Because such dosages can be done by working as an engine brake prime mover. Furthermore, there is also a robust embodiment of

Passenger transportation system. In contrast to an embodiment in which the maximum braking power is limited by a slippage of steel cables to a traction sheave, which is

Passenger transport system with the proposed brake control, regardless of any deviations of the coefficient of friction between the steel cables and the traction sheave, the

For example, due to contamination or decreasing lubrication of the contact surface may occur. As a result, the reliability can be improved. Furthermore, the improved ride comfort can also be achieved with other suspension means, in particular with a belt.

The passenger transport system can be configured in particular as a lift. The brake control then serves to stop an elevator car of the elevator. In a corresponding manner, however, an arrest of the respective passenger transport system can be made even with an escalator or a moving walk through the brake control. The statements made on the basis of the elevator or the elevator car therefore also apply correspondingly to an escalator or moving walk.

Preferred embodiments of the invention are explained in more detail in the following description with reference to the accompanying drawings. It shows:

Figure 1 shows a passenger transport system with a drive and braking system and a

Brake control in a partial, schematic representation according to an embodiment of the invention;

FIG. 2A shows by way of example a speed-time diagram of a brake control

controlled emergency stop the passenger transport system shown in Figure 1 and

Figure 2B is a Bremsleistungs- time diagram of the emergency stop shown in Figure 2A.

Fig. 1 shows a passenger transport system 1, which is designed as an elevator or elevator system 1, with a drive and brake system 2 and a brake control 3 in an excerpt, schematic representation according to an embodiment. In accordance with modified embodiments, the passenger transport system 1 can also be configured as an escalator or moving walk. The drive and brake system 2 and the brake control 3 are used for Passenger transport facilities 1, which are designed as a lift, escalator or moving walk.

The passenger transport system 1 of the exemplary embodiment has an elevator car 4 and a traction sheave 5. Furthermore, at least one support means 6 is provided, on the one hand with the

Elevator car 4 and on the other hand connected to a counterweight 7. The support means 6 is guided around the traction sheave 5. The elevator car 4, the suspension element 6, the counterweight 7 and the traction sheave 5 belong to the movable parts of the elevator installation, as shown with respect to the suspension element 6 at a speed v (t) and a braking force FB (t). By the braking force FB (t), the speed v (t) of the elevator car 4 can be reduced. The braking deceleration occurring in this case, that is, the speed v (t) directed counter to

For example, acceleration acts on a user 8 who is in the elevator car 4.

Other components that serve, for example, to guide the elevator car 4 along its path are omitted for simplicity of illustration.

The passenger transport system 1 has a drive machine 9 with a drive motor. Depending on the configuration of the passenger transport system 1, the prime mover 9 can additionally züm

Drive motor also have a gear or the like. The drive machine 9 has a drive shaft 10, on which the traction sheave 5 is arranged. By means of the drive machine 9, the traction sheave 5 and the traction sheave 5, the support means 6, the counterweight 7 and the elevator car 4 are driven. In the present embodiment, the traction sheave 5 rotates counterclockwise, causing the elevator car 4 to move downwards at a speed v (t) and the counterweight 7 move upwards along its path.

Furthermore, a frequency converter 11 is provided, which is connected to a supply network or power grid 12. The frequency converter 11 ensures a power supply of the engine 9. The frequency converter 11 is in this case connected via a signal line 13, which can also be realized by a bus system or the like, with the brake control 3 of the drive and brake system 2. The brake controller 3 in this case uses the frequency converter 11 to drive the prime mover 9 in an engine braking mode. In the engine braking mode, the prime mover 9 or the drive motor 9 acts as an engine brake. Thus, the brake control 3 for the drive of the passenger transport system 1 already existing

Use prime mover 9 and the frequency converter 11 for braking, without increasing the number of required components. The passenger transport system 1 also has a service brake 15 with brake units 16, 17. The brake units 16, 17 each have an actuator 18, 19. The actuators 18, 19 are

For example, designed as electromagnetic actuators 18, 19. For safety reasons, the actuators 18, 19 of the service brake 15 are under tension as long as they must be ventilated. By actuating the actuators 18, 19 or by interrupting the supply voltage brake pads 20, 21 of the brake units 16, 17 by means of spring elements 27, 28 to a

Brake disk 22 applied. The brake disc 22 is rotatably connected to the drive shaft 10. By activating the service brake 15, a braking torque is thus exerted on the drive shaft 10, which leads to deceleration of the elevator car 4.

When the brake control 3, the service brake 15 controls, then the effect of

Service brake 15, however, only after a required activation time of the service brake 15 a. This required activation time results, for example, from delay times of

Switching elements, such as shooters or relays, and an actuation time to apply the brake pads 20, 21 from its initial position to the brake disc 22. In this exemplary embodiment, each of the brake units 16, 17 is connected to the brake control 3 via an associated control line 23, 24.

The drive and brake system 2 also has a speed sensor 30 which has a

Signal line 31 is connected to the brake controller 3. In this embodiment, the speed sensor 30 is disposed on the drive shaft 10 of the prime mover 9. On the

Speed sensor 30 detects the brake control 3, the instantaneous speed of the Anlriebsmaschine 9. Further, the brake controller 3 is connected via a signal line 32 to the prime mover 9. As a result, the brake controller 3 can detect a braking torque of the engine 9. Thus, operating parameters of the prime mover 9 are at least indirectly detectable. As a result, the brake control 3 can take into account such operating parameters in the control.

The brake control 3 also comprises a safety device 33. The safety device 33 can be part of a safety system or integrated into a safety system of the passenger transport system 1. The safety device 33 is connected via a signal line 34 both to the frequency converter 11 and to the brake control 3.

If a braking, in particular an emergency stop is triggered, then the brake controller 3 controls the engine 9 in an engine braking mode. In the engine braking mode, the prime mover 9 acts as an engine brake. The effectiveness of the service brake 15 is possible at the earliest after the required actuation time of the service brake 15. For this period, namely the required activation time of the service brake 15, thus the prime mover 9 can already serve to decelerate the elevator car 4. The brake controller 3 may further include a memory unit 14 in which engine control data of the engine 9 are stored. By means of this engine control data can be calculated depending on the load case or depending on the current speed and loading of the elevator car 4 at the time of triggering the emergency stop, adapted for the current brake case engine braking curve. Based on this calculated

Engine braking course brakes the prime mover 9, the moving components until the detected use of the service brake 15 down. The moving components are essentially the elevator car 4, the traction sheave 5, the support means 6, the counterweight 7, the drive shaft 10 and the brake disc 22. To keep the computer power of the brake control 3 low, of course, determined by tests engine braking characteristics in the memory unit 14 can be stored, depending on the load case or depending on the Noststopp triggering event of the brake control 3 can be selected and used.

An emergency stop is triggered, for example, when a safety circuit 36 by means of a

Activation signal acts on the brake control 3. In the figure 1, the safety circuit 36 is shown schematically as a unit. The safety circuit 36 may, for example, comprise a series of switches or sensors connected in series, which monitor various safety-related points of the passenger transport installation 1. As soon as only one of these switches, not shown, of the safety circuit 36 is opened, the safety circuit 36 is interrupted and transmitted this interruption as an activation signal to the brake control 3. By means of this switch the

Security circuit 36, for example, opening a door of the elevator car 4, opening at least one provided on the floors door for the passenger transport system 1 and the like can be monitored more.

In a first embodiment of the invention, the brake control 3 triggers the service brake 15 immediately. Thus, the service brake 15 engages after its required drive time and mechanically decelerates the moving components. The required actuation time of the service brake 15 can be stored in the brake control 3. Preferably, however, the effectiveness of the service brake 15 is determined via the detected operating parameters of the prime mover 9. Specifically, by detecting the rotational speed of the engine 9 and the detection of the torque of

Driving machine 9, the effectiveness of the service brake 15 can be detected and determined. After the service brake 15 comes into operation, the prime mover 9 is activated so that it no longer operates as an engine brake. This will avoid that caused by the

Service brake 15 given braking force is additionally increased by the braking force of the engine 9. Thus, the braking force FB (t), which acts on the elevator car 4, initially in Essentially only by acting as an engine brake prime mover 9 and then given at least substantially by the braking action of the service brake 15.

In order to end the engine braking mode of the engine 9, the engine 9 can be switched to idle and / or de-energized, for example.

In a further embodiment of the invention, however, the brake control 3 can also delay the effectiveness of the service brake 15, which is possible at the earliest after the required activation time of the service brake 15, in addition to a delay time delay. The operation of the prime mover 9 in the engine braking mode is also maintained and thus prolonged by this delay period. This allows the braking force FB (t), which acts on the elevator car 4 for braking, influenced for a longer period and thus dosed. As a result, the speed v (t) of the elevator car 4 can be influenced in a desired manner, in contrast to the service brake 15 becoming effective, so that a uniform braking of the elevator car 4 is made possible. In particular, the time derivative of the

Speed v (t) of the elevator car 4 are kept at least approximately constant, resulting in a constant deceleration of the elevator car 4. Thus, with respect to a given braking distance, ride comfort for the user 8 during braking can be optimized. In this case, even comparisons at the beginning and at the end of the braking process can be achieved in order to achieve a gentler rise and a gentler drop in the forces acting on the user 8. This allows the user 8 in an emergency braking first build a body tension and reduce at the end of the emergency braking again, so that it is not compressed.

Preferably, the elevator car 4 is braked in the engine braking mode of the engine 9 to a very low speed, the service brake 15 is effective only when the drive shaft 10, for example, has a speed which is less than 1 revolution / second and greater than 0.5 revolutions / second , Upon engagement of the service brake 15, a slight but noticeable jerk in the elevator car 4 can be generated due to the very low speed and the high braking force of the service brake 15, which gives the user the secure feeling that the elevator car 4 has finally come to a standstill. The service brake 15

in this case continues to ensure the safety of the passenger transport system 1. The speed of the drive shaft 10 can be detected by the speed sensor 30.

To ensure the safety of the passenger transport system 1, monitors the

Safety device 33, at least during the delay period, the functionality of the engine 9, and the relevant for the functioning of the engine 9 device 11, namely the frequency converter 11. In this case, the safety device 33 can also monitor other devices that are relevant for the functioning of the drive machine 9. In particular, it may be monitored whether the frequency converter 11 for the prime mover 9 is active and whether the frequency converter 11 is currently able to operate the prime mover 9 in the engine braking mode. Furthermore, a functional maturity of a power switch 35 for the prime mover 9, via which the power grid 12 is connected to the frequency converter 11, are monitored. In this case, the power grid 12 can be monitored to determine whether the power supply for the prime mover 9 is functional.

The safety device 33 may also monitor a motor current of the prime mover 9, the instantaneous speed (engine speed) of the prime mover 9, a current reference value for the engine speed of the prime mover 9, a rotational delay of the drive shaft and / or other operating parameters of the prime mover 9.

The frequency converter 11 is preferably designed as a regenerative frequency converter 11. As a result, electrical energy can be generated in the engine braking mode from the kinetic energy of the elevator car 4 via the prime mover 9 acting as a generator. This electrical energy can then be fed back via the frequency converter 11 in the power grid 12.

In the figures 2A is an example of an emergency stop in the form of a speed-time diagram or in the figure 2B in the form of a Bremsleistungs- time diagram is shown schematically, as it can be done by a brake controller 3 shown in FIG. The description of FIGS. 2A and 2B is made jointly and using the

Reference symbol of Figure 1, as far as components of the passenger transport system 1 are mentioned.

The diagram shown in FIG. 2A schematically shows a dashed-line first speed curve 51 of an emergency stop without the use of

brake control system 3 according to the invention, as in a conventional example

Passenger transport system occurs. With the release of the emergency stop at time t _N is the

Service brake 15 is activated and the prime mover 9 at the same time disconnected from the power or supply network 12. When fully loaded, descending elevator car 4 increases

Speed v _{C (t)} until the response time t _{BA of} the service brake 15 is still on. From the

Response time t _BA brakes the service brake 15, the moving components 4, 5, 6, 7, 10, 22 of the passenger transport system 1 purely mechanically until the first standstill time t _B1 .

FIG. 2A schematically also shows a second line shown in solid line Speed curve 52 of an emergency stop using the inventive brake control 3. With the release of the emergency stop at time t _N is not only the

Service brake 15 is activated, but directly by the brake control

Drive machine 9 is switched to an engine braking mode. As can be seen clearly from FIG. 2A, the moving components 4, 5, 6, 7, 10, 22 until they collapse

Service brake 15 to the response time t _BA already braked by the prime mover 9. From the response time t _B A brake the service brake 15, the moving components of the

Passenger transport system 1 purely mechanically up to the second standstill time t _B2 , since immediately after the response time t _{BA of} the service brake 15, the prime mover 9 is switched torque-free.

In the figure 2A is also schematically shown a dotted line third

Speed curve 53 of an emergency stop using the inventive

Brake control 3, wherein by means of the brake control 3, the activation of the service brake 15 is delayed by a delay time period t _V. The service brake 15 therefore begins to brake only from the response time t _BV . Due to the delayed use of the service brake 15, the moving components 4, 5, 6, 7, 10, 22 controlled by the drive machine 9 longer can be braked to near the third standstill time t _B3 . As a result, the ride comfort is substantially increased during an emergency stop, since the transition from the engine braking mode to purely mechanical braking by means of the service brake 15, at a low drive shaft speed is much gentler than the collapse of the service brake at a high drive shaft speed of the prime mover. Furthermore, the delayed activation of the

Service brake 15 whose brake disc 22 and the brake pads 20, 21 are spared. Although the third standstill time t _B3 can be done somewhat later than in a non-delayed use of the service brake 15. However, the third standstill time t _B3 can be done earlier, as an emergency stop without the use of an inventive brake control third

Accordingly, the achievable with the brake control 3 braking distances are shorter and increase the overall safety of the passenger transport system. 1

From the third speed curve 53 described above, within the delay time span t _v, a fourth speed curve 54 branches off in the double-dashed line, which has a purely theoretical character and is explained in connection with the brake power time diagram shown in FIG. 2B. In order to achieve the shortest possible braking distance with the greatest possible driving comfort during an emergency stop, the

Motor braking mode performance controlled and speed controlled. This regulates the

Brake control 3, the braking power P _{A of} the prime mover 9 at a maximum allowable Braking power limit P _{A max} . The braking power limit P _{A max} is a stored in the brake control 3 or its storage unit 14, predefined value and limits the braking power of the engine 9, so that they do not have too high a braking torque on the

braked moving components 4, 5, 6, 7, 10, 22 acts. The rules on the maximum permissible braking power limit P _{A max} not only leads to an optimal utilization of the mechanical strength of the braked components 4, 5, 6, 7, 10, 22, but also to a shortest possible braking distance. If the prime mover 9 in the engine braking mode were continuously controlled at the braking power limit P _{A max} until the passenger transport system 1 was at a standstill, the speed decrease of the elevator car 4 would correspond to the fourth

Velocity curve 54. The continuously controlled at the braking power limit P _{A max} engine braking mode is in the figure 2B by means of a dash-double-dotted first

Braking power curve 55 shown.

However, since the kinetic energy of the moving components 4, 5, 6, 7, 10, 22 varies depending on the load of the elevator car 4 and further decreases in the square to the decrease in the rotational speed, the speed decrease or rotational retardation of the drive shaft 10 is to further increase the ride comfort respected. At constant maximum braking power P _A = P _{A max} , the rotational retardation of the drive shaft 10 and thus the delay of the elevator car 4 would increase inversely proportional to the decreasing rotational speed of the drive shaft 10, wherein after a certain braking time, a maximum allowable rotational retardation of the drive shaft 10 and thus a maximum allowable Delay of the elevator car 4 would be exceeded. In order to avoid such excess of the allowable rotation delay, as soon as a maximum allowable deceleration is reached in a braking operation, the braking power P _A is controlled so that its value is reduced in proportion to the decreasing rotational speed of the drive shaft 10 and the

Rotation delay is kept constant until almost to standstill. Thus, the

Braking power limit P _{A max} then _falls below, if a decrease in speed

Elevator car 4 and a rotational retardation of the drive shaft 10 of the prime mover 9 exceeds a maximum allowable rotation delay.

This overrun occurs in the figures 2A and 2B, at time t _x, represented by the dash-dotted braking power curve 56. The maximum rotational latency limits the negative acceleration or deceleration, so that the present in the elevator car 4 users is charged 8, for example with less than lg , As a result, the unpleasant oscillating movements can be avoided in lifts with belt support means. As shown in Figure 2B, the prime mover 9 is only switched torque-free after the service brake 15 mechanically decelerates from the delayed response time t _BV to reach the moving components 4, 5, 6, 7, 10, 22 to a standstill. It can clearly be seen in FIG. 2A that the curve sections of the speed curves 51, 52 and 53 all have the same gradient as soon as the moving components 4, 5, 6, 7, 10, 22 are braked purely mechanically by means of the service brake and the prime mover 9

The invention is not limited to the described embodiments.

Claims

claims

1. Braking method for a passenger transport system (1), which is configured as a lift, escalator or moving walk, wherein when a technical problem occurs at the

Passenger transport system (1) by means of an activation signal a service brake (15) of the

Passenger transport system (1) is activated and an emergency stop is initiated, characterized in that in addition to the activation of the service brake (15), the activation signal directly to a brake control (3) of the passenger transport system (1) is supplied that due to the transmitted activation signal by means of the brake control (3) an engine (9) of

Personentransportanlage (1) is activated in an engine braking mode and that the

Drive machine (9) is switched by the brake control (3) only in a braking torque-free state when a braking effect of the service brake (15) on moving components (4, 5, 6, 7, 10, 22) of the passenger transport system (1) detected and has been transmitted to the brake control (3).

2. Brake method according to claim 1, characterized in that the engine braking mode is power-controlled and speed-controlled, wherein the brake control (3) a braking power (P _A ) of the drive machine (9) at a maximum allowable braking power limit (Ρ _{Α max} ) controls and this braking power limit ( Ρ _{Α max} ) is only fallen below, if a rotational retardation of the drive machine (9) exceeds a maximum allowable rotation delay.

3. Braking method according to claim 2, characterized in that for determining the instantaneous braking power (P _A ) of the drive machine (9) a braking torque of

Drive machine (9) continuously or sequentially measured and transmitted to the brake control (3).

4. Braking method according to one of claims 1 to 3, characterized in that upon the occurrence of the activation signal, the activation of the service brake (15) to a

Delay period (t _v ) is delayed.

5. Braking method according to claim 4, characterized in that the end of

Delay period (t _v ) and thus the activation of the service brake (15) with the attainment of a predetermined speed of a drive shaft (10) of the drive machine (9).

6. Braking method according to claim 5, characterized in that the predetermined speed of the drive shaft (10) is less than 2 revolutions / second and greater than 0.1 Revolutions / second, preferably less than 1 revolution / second and greater than 0.5

Turns / second.

7. Braking method according to one of claims 1 to 6, characterized

at least after the occurrence of the activation signal by means of a safety device (33), a functioning of the drive machine (9) and / or at least one device (11) of the passenger transport system (1) relevant for the functioning of the drive machine (9) are monitored.

8. brake control (3) for carrying out a braking method according to one of claims 1 to 7 in a passenger transport system (1), wherein when a technical problem to the passenger transport system (1) by means of an activation signal a service brake (15) of

Passenger transport system (1) is activated and an emergency stop is initiated, characterized in that the brake control (3) at least during a required activation time of the service brake (15) drives a prime mover (9) of the passenger transport system (1) in an engine braking mode and the prime mover (9) in a brake torque-free state switches as soon as a braking effect of the service brake (15) is detected.

9. brake control (3) according to claim 8, characterized in that a braking effect of the service brake (15) by a measurement and evaluation of at least one operating parameter of the drive machine (9) can be detected and this operating parameter is a torque of

Drive machine (9) and / or the of the drive machine (9) generated electrical energy or current and voltage are.

10. brake control (3) according to claim 8 or 9, characterized in that the occurrence of the activation signal, the release of the service brake (15) is delayed by a delay period (t _v ).

11. Brake control (3) according to claim 10, characterized in that the

Delay period (tv) is fixed or the end of the delay period (t _v ) by reaching a predetermined speed of a drive shaft (10) of the drive machine (9) is predetermined.

12. brake control (3) according to one of claims 8 to 11, characterized in that a safety device (33) is provided and that at least after occurrence of the activation signal by means of the safety device (33), the operability of the drive machine (9) and / or at least one for the functioning of the prime mover (9) relevant device (11) of Passenger transport system (1) are monitored.

13. Brake control (3) according to claim 12, characterized in that the

Safety device (33) is configured to terminate the delay time period (t _v ) immediately and to trigger the service brake (15) when the safety device (33) at least one malfunction of the prime mover (9) or a malfunction of the

Drive machine (9) relevant device (11, 12, 35) detected.

14. Passenger transport system (1), which is designed as a lift, escalator or moving walk, with a brake control (3) according to one of claims 8 to 13.

15. passenger transport system (1) according to claim 14, characterized in that a

regenerative frequency converter (11) is provided, which is a power supply for the

Drive machine (9) ensures that the brake control (3) by means of the regenerative frequency converter (11) drives the drive machine (9) and that the frequency converter (11) at least partially feeds back the electrical energy generated by the drive machine (9) in the engine braking mode.