EP3008007B1 - Bremsverfahren für eine personentransportanlage, bremssteuerung zur durchführung des bremsverfahrens und personentransportanlage mit einer bremssteuerung - Google Patents

Bremsverfahren für eine personentransportanlage, bremssteuerung zur durchführung des bremsverfahrens und personentransportanlage mit einer bremssteuerung Download PDF

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Publication number
EP3008007B1
EP3008007B1 EP14726634.0A EP14726634A EP3008007B1 EP 3008007 B1 EP3008007 B1 EP 3008007B1 EP 14726634 A EP14726634 A EP 14726634A EP 3008007 B1 EP3008007 B1 EP 3008007B1
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EP
European Patent Office
Prior art keywords
braking
brake
drive machine
brake control
service brake
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Application number
EP14726634.0A
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German (de)
English (en)
French (fr)
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EP3008007A1 (de
Inventor
Roman Hopp
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Inventio AG
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Inventio AG
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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
    • 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

  • the invention relates to a braking method for a passenger transport system, which is designed as a lift, escalator or moving walk, a brake control for performing this braking method and a passenger transport system with this brake control.
  • the invention relates to the field of elevator installations.
  • emergency stop process takes place by the immediate triggering of a service brake of the passenger transport system. Furthermore, at the same time a drive motor of the prime mover is disconnected from the electrical network at emergency stop at the passenger transport systems known in the art.
  • 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 loads on the user exceeding 1g.
  • 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 speed signal.
  • a disadvantage considered that the calculations required for this take a long time, which delays the generation of the braking force. That's why it's out of the EP 1 997 765 A1 known brake control an embodiment 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 from the EP 1 997 765 A1 known 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 action with the non-changeable part of the braking force, but systemic delays in switching nevertheless deteriorate the braking performance. 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 the US 6,896,119 B2 a braking method for a passenger transport system is disclosed.
  • This braking method has the method steps that both an 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.
  • WO 2012/049357 A1 discloses a braking method according to the preamble of claim 1 and a brake controller according to the preamble of claim 8.
  • Object of the present invention is to provide a braking method for a passenger transport system, a brake control for performing this braking method and a passenger transport system with this brake control, so as to achieve the shortest possible stopping distance and despite the emergency stop a user of the passenger transport system to a given driving comfort to an emergency stop 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 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 by the brake control in an engine braking mode and the prime mover is switched by the brake control only in a braking 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. That is, according to the invention, during an emergency stop, a change takes place from the pure engine braking mode to the purely mechanical braking of the service brake.
  • the overlapping time span at which both the drive machine and the mechanical service brake brake simultaneously 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.
  • an engine braking mode is mentioned, which is assigned specifically to the emergency stop.
  • Other operating cases include, for example, the braking of the elevator car upon reaching a destination floor or the limitation of the speed of the elevator car during the descent when the mass of the elevator car is greater than the mass of the counterweight.
  • the service brake may have spring-loaded brake shoes that can generate an at least theoretically constant braking torque in the event of braking. If the service brake is designed to be able to decelerate and hold the maximum mass difference between the counterweight and the elevator car, 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.
  • 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.
  • the elevator car can begin to swing in the direction of travel. Such oscillating movements are also very uncomfortable for the user.
  • a mass difference between the loaded elevator car and the counterweight can additionally have the effect of braking or additionally accelerating.
  • 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.
  • an adjustment of the braking power or the braking torque or the braking force can take place.
  • the ride comfort can be optimized.
  • the drive engine serves as an engine brake at least for the required activation time of the service brake.
  • the activation signal corresponding to the status of the safety circuit can be used to already initiate a deceleration of the drive motor of the prime mover during the emergency stop before the service brake has failed.
  • 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 controller as a defined value and thus the maximum permissible braking torque limit limits the maximum load on the mechanical components so that the prime mover does not act with excessive braking torque on the moving components of the passenger transport system to be braked.
  • 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.
  • the maximum allowable rotational deceleration is a value set in the controller and limits the negative acceleration or deceleration so that the user present in the elevator car, for example, is loaded evenly and with less than 1 g. 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 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 may, for example, utilize 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.
  • the service brake and the engine of the passenger transport system are not components 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 drive machine and / or the electrical energy or current and voltage generated by the drive machine and / or the rotational deceleration detected on the drive shaft.
  • the brake control can delay the triggering of the service brake by a delay time period when the activation signal occurs.
  • the delay period can be fixed.
  • 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, it can be controlled by the safety device 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 is carried out continuously or sequentially at least after occurrence of the activation signal generated by a safety circuit of the passenger transport system.
  • the monitoring can also be carried out continuously or sequentially during normal operation of the passenger transport system, so that the functioning of the individual, previously listed components is already known with the appearance of the activation signal. 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.
  • the safety system can use, for example, three existing, measurable operating variables, namely the actual motor current, the actual motor speed or the motor speed frequency value and the safety circuit signal.
  • 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 at least partially feeds back into the supply network a generated in the engine braking mode of the engine electrical energy.
  • the brake control means of the regenerative frequency drive drives the drive machine and the frequency converter at least partially feeds back into the supply network a generated in the engine braking mode of the engine electrical energy.
  • the frequency converter can control the drive motor with a combination of torque control and speed control until the service brake is actually closed.
  • the service brake Immediately after the service brake has failed, in addition to the engine braking torque, its mechanical braking leads to a change in the rotational delay 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 be switched torque-free 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.
  • the delay with the drive motor of the prime mover and the frequency converter is preferably power controlled and speed controlled.
  • the mechanical gripping of the service brake can be detected by the significant change in the electrical power generated by the drive motor, which manifests itself in a power loss, and the significantly higher deceleration rate, whereby a network separation of the drive motor or a torque enable the drive motor can be triggered.
  • the dosage of braking power is thus not necessarily a controllable 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 passenger transport system with the proposed brake control is independent of any deviations of the coefficient of friction between the steel cables and the traction sheave, for example due to pollution or decreasing lubrication of the contact surface may occur. As a result, 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.
  • 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 transportation system 1 of the embodiment has an elevator car 4 and a traction sheave 5. Further, at least one support means 6 is provided, which is connected on the one hand to the elevator car 4 and on the other hand with 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).
  • the 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 to say the acceleration directed counter to the speed v (t), acts, for example, on a user 8 who is located in the elevator car 4.
  • the passenger transport system 1 has a drive machine 9 with a drive motor.
  • the prime mover 9 may also have a gear or the like in addition to the drive motor.
  • 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 controller 3 can use the existing for driving the passenger transport system 1 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 designed, for example, as electromagnetic actuators 18, 19.
  • 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 are applied by means of spring elements 27, 28 to a brake disc 22.
  • 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
  • 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 is connected via a signal line 31 to the brake control 3.
  • the speed sensor 30 is disposed on the drive shaft 10 of the prime mover 9.
  • the brake controller 3 detects the instantaneous speed of the engine 9.
  • the brake controller 3 is connected via a signal line 32 to the prime mover 9.
  • the brake controller 3 can detect a braking torque of the engine 9.
  • operating parameters of the prime mover 9 are at least indirectly detectable.
  • 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.
  • the engine 9 brakes the moving components down to the detected use of the service brake 15.
  • 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.
  • engine braking characteristics in the storage 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 acts on the brake control 3 by means of an activation signal.
  • 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.
  • these switches of the safety circuit 36 for example, an opening of a door of the elevator car 4, an opening of 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 the engine 9, the effectiveness of the service brake 15 can be detected and determined.
  • the prime mover 9 is activated so that it no longer operates as an engine brake. This avoids that the braking force given by the service brake 15 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.
  • the time derivative of the speed v (t) of the elevator car 4 can thus be kept at least approximately constant, which results 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 that 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 service brake 15 continues to ensure the safety of the passenger transport system 1.
  • the speed of the drive shaft 10 can be detected via the speed sensor 30.
  • the safety device 33 monitors the operability of the drive machine 9, at least during the delay period, and the device relevant to the functioning of the drive machine 9 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. Further, a functionality 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 retardation of the drive shaft and / or other operating parameters of the prime mover 9.
  • the frequency converter 11 is preferably configured 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 is an example of an emergency stop in the form of a speed-time diagram or in the FIG. 2B schematically illustrated in the form of a brake power timing diagram as represented by a in the FIG. 1 shown brake control 3 can take place.
  • the description of FIGS. 2A and 2B is done together and using the reference numerals of FIG. 1 , if components of the passenger transport system 1 are mentioned.
  • FIG. 2A Diagram shown schematically shows a dashed line shown first speed curve 51 of an emergency stop without the use of the inventive brake control 3, as occurs for example in a conventional passenger transport system.
  • the service brake 15 With the triggering of the emergency stop at time t N , the service brake 15 is activated and the prime mover 9 simultaneously disconnected from the power or supply network 12.
  • the speed v C (t) until the response time t BA of the service brake 15 is still increasing. From the response time t BA, the service brake 15 brakes 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 shows a second illustrated with a solid line Speed curve 52 of an emergency stop using the inventive brake control 3.
  • the service brake 15 With the release of the emergency stop at time t N not only the service brake 15 is activated, but also switched directly by the brake control the prime mover 9 in an engine braking mode.
  • the moving components 4, 5, 6, 7, 10, 22 are already braked by the engine 9 until the service brake 15 to the response time t BA .
  • the service brake 15 brakes the moving components of the passenger transport system 1 purely mechanically until 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.
  • FIG. 2A a third speed curve 53 of an emergency stop with application of the brake control system 3 according to the invention is shown schematically, wherein the activation of the service brake 15 is delayed by a delay time interval t V by means of the brake control 3.
  • 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 .
  • 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, by the delayed activation of the service brake 15 whose brake disk 22 and the brake pads 20, 21 are spared. Although the third stoppage time can t B3 take place a little later than the 15th in a non-delayed deployment of the service brake, the third stoppage time t, however, B3 can be done at an earlier time, when an emergency stop without the use of an inventive brake controller 3. Accordingly, with the brake control 3 achievable braking distances shorter and increase the overall safety of the passenger transport system. 1
  • the engine braking mode can be power-controlled and speed-controlled.
  • the brake control 3 controls the braking power P A of the engine 9 at a maximum allowable Braking power limit P A max .
  • the braking power limit P A max is a predefined value stored in the brake control 3 or its memory unit 14 and limits the braking power of the engine 9 so that it does not interfere with the braking components 4, 5, 6, 7, 10 to be braked , 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 would be continuously regulated at the braking power limit P A max until the stop of the passenger transport system 1, the speed decrease of the elevator car 4 would correspond to the fourth speed curve 54.
  • the engine braking mode controlled continuously at the braking power limit P A max is shown in FIG. 2B represented by a dash-dotted first brake power curve 55.
  • 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 kept constant the rotation delay to approximately standstill becomes.
  • the braking power limit P A max is then exceeded, if a decrease in speed of the elevator car 4 or a rotational retardation of the drive shaft 10 of the prime mover 9 exceeds a maximum permissible rotational retardation.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)
  • Escalators And Moving Walkways (AREA)
EP14726634.0A 2013-06-13 2014-05-28 Bremsverfahren für eine personentransportanlage, bremssteuerung zur durchführung des bremsverfahrens und personentransportanlage mit einer bremssteuerung Active EP3008007B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14726634.0A EP3008007B1 (de) 2013-06-13 2014-05-28 Bremsverfahren für eine personentransportanlage, bremssteuerung zur durchführung des bremsverfahrens und personentransportanlage mit einer bremssteuerung

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Application Number Priority Date Filing Date Title
EP13171795 2013-06-13
EP14726634.0A EP3008007B1 (de) 2013-06-13 2014-05-28 Bremsverfahren für eine personentransportanlage, bremssteuerung zur durchführung des bremsverfahrens und personentransportanlage mit einer bremssteuerung
PCT/EP2014/061098 WO2014198545A1 (de) 2013-06-13 2014-05-28 Bremsverfahren für eine pesonentransportanlage, bremssteuerung zur durchführung des bremsverfahrens und personentransportanlage mit einer bremssteuerung

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EP3008007B1 true EP3008007B1 (de) 2017-03-29

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EP (1) EP3008007B1 (zh)
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JP6256620B2 (ja) * 2014-09-09 2018-01-10 三菱電機株式会社 エレベーター装置
FI125862B (fi) * 2015-01-28 2016-03-15 Kone Corp Sähköinen turvallisuuslaite sekä kuljetinjärjestelmä
EP3103751A1 (en) * 2015-06-10 2016-12-14 Otis Elevator Company Drive assisted emergency stop
US10442659B2 (en) 2015-06-29 2019-10-15 Otis Elevator Company Electromagnetic brake system for elevator application
EP3383781B1 (de) * 2015-12-02 2020-01-01 Inventio AG Verfahren zur ansteuerung einer bremseinrichtung einer aufzugsanlage
EP3205615A1 (en) * 2016-02-15 2017-08-16 KONE Corporation Elevator
JP6655489B2 (ja) * 2016-07-06 2020-02-26 株式会社日立製作所 エレベーター
US10207896B2 (en) * 2017-01-30 2019-02-19 Otis Elevator Company Elevator machine brake control
WO2018178037A1 (de) 2017-03-28 2018-10-04 Inventio Ag Sensornetzwerk für eine personentransportanlage
CN111757842A (zh) * 2018-03-01 2020-10-09 三菱电机株式会社 电梯的制动器性能评价装置
US11040848B2 (en) 2018-03-27 2021-06-22 Otis Elevator Company Elevator machine brake delay control
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US11866295B2 (en) 2018-08-20 2024-01-09 Otis Elevator Company Active braking for immediate stops
CN109879149B (zh) * 2019-03-25 2022-05-13 上海三菱电梯有限公司 一种扶梯的制动控制系统及方法
CN110027956B (zh) * 2019-04-29 2023-06-06 上海三菱电梯有限公司 乘客输送设备监控系统
EP3750837A1 (en) * 2019-06-14 2020-12-16 KONE Corporation Elevator monitoring the traction of the hoisting machine and adjusting the emergency terminal speed limit threshold based on the traction.
CN111575474B (zh) * 2020-04-13 2021-10-12 江苏大学 一种扶梯驱动主轴热扭振复合时效方法及装置
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EP3008007A1 (de) 2016-04-20
US20160152440A1 (en) 2016-06-02
ES2622383T3 (es) 2017-07-06
WO2014198545A1 (de) 2014-12-18
HK1214578A1 (zh) 2016-07-29
US9469504B2 (en) 2016-10-18
CN105283404B (zh) 2017-09-29
CN105283404A (zh) 2016-01-27

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