EP3008007A1 - Procédé de freinage d'une installation de transport de personnes, dispositif de commande de frein pour mettre en uvre le procédé de freinage, et installation de transport de personnes équipée d'un dispositif de commande de frein - Google Patents

Procédé de freinage d'une installation de transport de personnes, dispositif de commande de frein pour mettre en uvre le procédé de freinage, et installation de transport de personnes équipée d'un dispositif de commande de frein

Info

Publication number
EP3008007A1
EP3008007A1 EP14726634.0A EP14726634A EP3008007A1 EP 3008007 A1 EP3008007 A1 EP 3008007A1 EP 14726634 A EP14726634 A EP 14726634A EP 3008007 A1 EP3008007 A1 EP 3008007A1
Authority
EP
European Patent Office
Prior art keywords
braking
brake
transport system
passenger transport
brake control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14726634.0A
Other languages
German (de)
English (en)
Other versions
EP3008007B1 (fr
Inventor
Roman Hopp
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
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Application filed by Inventio AG filed Critical Inventio AG
Priority to EP14726634.0A priority Critical patent/EP3008007B1/fr
Publication of EP3008007A1 publication Critical patent/EP3008007A1/fr
Application granted granted Critical
Publication of EP3008007B1 publication Critical patent/EP3008007B1/fr
Active legal-status Critical Current
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Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/30—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on driving gear, e.g. acting on power electronics, on inverter or rectifier controlled motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B66B25/006—Monitoring for maintenance or repair
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B29/00—Safety devices of escalators or moving walkways
    • 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

Definitions

  • 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
  • the invention relates to the field of elevator installations.
  • a brake control for an elevator car is known.
  • 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
  • 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.
  • 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
  • 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.
  • Service brake as well as the separation of the prime mover are triggered by the supply network.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • the service brake may have spring-loaded brake shoes that can generate an at least theoretically constant braking torque in the event of braking.
  • the service brake is designed so that it is capable of the maximum mass difference between the counterweight and the
  • 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.
  • Elevator car Elevator car and the current direction of travel.
  • the mass of the vehicle Elevator car and the current direction of travel.
  • Elevator car plus its load in a conceivable situation equal to the mass of the
  • a mass difference between the loaded elevator car and the counterweight can additionally have the effect of braking or additionally accelerating.
  • a large area thus results for the ideal braking power or the ideal one in the individual case
  • the ride comfort can be optimized.
  • 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.
  • 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.
  • the engine braking mode can be power-controlled and speed-controlled.
  • 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
  • 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.
  • 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.
  • the activation of the service brake can be delayed by a delay period at the occurrence of the activation signal.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Service brake and the engine of the passenger transport system are not part of the brake control.
  • the brake control can be wholly or partially integrated in the service brake and / or the engine of the passenger transport system.
  • the brake control is designed as a separate assembly or unit, which is connected during assembly with the service brake and the prime mover.
  • 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.
  • 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.
  • 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
  • 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
  • the monitoring can also during normal operation of the
  • the safety device closes the service brake and, if necessary, disconnects the drive motor from the mains.
  • the prescribed safety standard is met.
  • Security system for example, three existing, measurable operating variables, namely the actual motor current, the actual motor speed or the
  • 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.
  • 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
  • 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.
  • the drive motor of the prime mover can via the frequency converter
  • an improved brake control for a passenger transport system can be realized.
  • 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
  • Drive and the frequency converter is preferably power controlled and speed controlled.
  • 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.
  • Service brake whose braking power is variable, required.
  • 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.
  • the reliability can be improved.
  • 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.
  • Figure 1 shows a passenger transport system with a drive and braking system and a
  • FIG. 2A shows by way of example a speed-time diagram of a brake control
  • Figure 2B is a Brems antiques- 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.
  • 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
  • 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).
  • FB (t) By the braking force FB (t), the speed v (t) of the elevator car 4 can be reduced.
  • acceleration acts on a user 8 who is in the elevator car 4.
  • the passenger transport system 1 has a drive machine 9 with a drive motor.
  • the prime mover 9 can additionally züm
  • the 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.
  • the traction sheave 5 and the traction sheave 5, the support means 6, the counterweight 7 and the elevator car 4 are driven.
  • 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.
  • 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 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.
  • the brake control 3 for the drive of the passenger transport system 1 already existing
  • 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
  • the actuators 18, 19 of the service brake 15 are under tension as long as they must be ventilated.
  • 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.
  • Service brake 15 only after a required activation time of the service brake 15 a. This required activation time results, for example, from delay times of
  • 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.
  • the speed sensor 30 is disposed on the drive shaft 10 of the prime mover 9.
  • 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.
  • the brake controller 3 controls the engine 9 in an 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.
  • An emergency stop is triggered, for example, when a safety circuit 36 by means of a
  • 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.
  • the brake control 3 triggers the service brake 15 immediately.
  • 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.
  • 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
  • Service brake 15 given braking force is additionally increased by the braking force of the engine 9.
  • 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.
  • the engine 9 can be switched to idle and / or de-energized, for example.
  • 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.
  • 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.
  • Speed v (t) of the elevator car 4 are kept at least approximately constant, resulting in a constant deceleration of the elevator car 4.
  • ride comfort for the user 8 during braking can be optimized.
  • 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.
  • 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 ,
  • 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 speed of the drive shaft 10 can be detected by the speed sensor 30.
  • 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.
  • 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.
  • FIGS. 2A and 2B are examples of an emergency stop in the form of a speed-time diagram or in the figure 2B in the form of a Brems orientals- 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
  • FIG. 2A schematically shows a dashed-line first speed curve 51 of an emergency stop without the use of
  • Service brake 15 is activated and the prime mover 9 at the same time disconnected from the power or supply network 12.
  • descending elevator car 4 increases
  • 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.
  • Service brake 15 is activated, but directly by the brake control
  • 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.
  • 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
  • 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
  • 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 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.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)
  • Escalators And Moving Walkways (AREA)

Abstract

L'invention concerne un procédé de freinage d'une installation de transport de personnes (1) sous la forme d'un ascenseur, d'un escalier roulant ou d'un trottoir roulant. Lorsque l'installation de transport de personnes (1) présente un problème technique, un signal d'activation active un frein de service (15) de l'installation de transport de personnes (1) et déclenche un arrêt d'urgence. En plus d'activer le frein de service (15), le signal d'activation est amené directement à un dispositif de commande de frein (3) de l'installation de transport de personnes (1) de sorte que, lorsque le signal d'activation est généré, le dispositif de commande de frein (3) commande un moteur d'entraînement (9) de l'installation de transport de personnes (1) dans un mode de freinage moteur. Le moteur d'entraînement (9) est commuté par le dispositif de commande de frein (3) dans un état sans couple de freinage uniquement lorsqu'une action de freinage du frein de service (15) sur les composants mobiles (4, 5, 6, 7, 10, 22) de l'installation de transport de personnes (1) a été détectée et transmise au dispositif de commande de frein (3).
EP14726634.0A 2013-06-13 2014-05-28 Procédé de freinage pour une installation de transport de personnes, commande de freinage pour la réalisation du procédé de freinage et installation de transport de personnes dotée d'une commande de freinage Active EP3008007B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14726634.0A EP3008007B1 (fr) 2013-06-13 2014-05-28 Procédé de freinage pour une installation de transport de personnes, commande de freinage pour la réalisation du procédé de freinage et installation de transport de personnes dotée d'une commande de freinage

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13171795 2013-06-13
EP14726634.0A EP3008007B1 (fr) 2013-06-13 2014-05-28 Procédé de freinage pour une installation de transport de personnes, commande de freinage pour la réalisation du procédé de freinage et installation de transport de personnes dotée d'une commande de freinage
PCT/EP2014/061098 WO2014198545A1 (fr) 2013-06-13 2014-05-28 Procédé de freinage d'une installation de transport de personnes, dispositif de commande de frein pour mettre en œuvre le procédé de freinage, et installation de transport de personnes équipée d'un dispositif de commande de frein

Publications (2)

Publication Number Publication Date
EP3008007A1 true EP3008007A1 (fr) 2016-04-20
EP3008007B1 EP3008007B1 (fr) 2017-03-29

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EP14726634.0A Active EP3008007B1 (fr) 2013-06-13 2014-05-28 Procédé de freinage pour une installation de transport de personnes, commande de freinage pour la réalisation du procédé de freinage et installation de transport de personnes dotée d'une commande de freinage

Country Status (6)

Country Link
US (1) US9469504B2 (fr)
EP (1) EP3008007B1 (fr)
CN (1) CN105283404B (fr)
ES (1) ES2622383T3 (fr)
HK (1) HK1214578A1 (fr)
WO (1) WO2014198545A1 (fr)

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Also Published As

Publication number Publication date
US9469504B2 (en) 2016-10-18
EP3008007B1 (fr) 2017-03-29
HK1214578A1 (zh) 2016-07-29
WO2014198545A1 (fr) 2014-12-18
US20160152440A1 (en) 2016-06-02
ES2622383T3 (es) 2017-07-06
CN105283404A (zh) 2016-01-27
CN105283404B (zh) 2017-09-29

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