EP3153443B1 - Procédé et agencement permettant de commander un frein de machinerie d'ascenseur - Google Patents

Procédé et agencement permettant de commander un frein de machinerie d'ascenseur Download PDF

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Publication number
EP3153443B1
EP3153443B1 EP15188881.5A EP15188881A EP3153443B1 EP 3153443 B1 EP3153443 B1 EP 3153443B1 EP 15188881 A EP15188881 A EP 15188881A EP 3153443 B1 EP3153443 B1 EP 3153443B1
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EP
European Patent Office
Prior art keywords
brake
control circuit
brake control
inductor
current
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EP15188881.5A
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German (de)
English (en)
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EP3153443A1 (fr
Inventor
Arto Nakari
Ari Kattainen
Lauri Stolt
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Kone Corp
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Kone Corp
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    • 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

Definitions

  • the invention relates to a method for controlling an elevator machinery brake and to an elevator.
  • An elevator comprises typically a car, an elevator shaft, a machine room, lifting machinery, ropes, and a counter weight.
  • the elevator car is supported on a sling surrounding the car.
  • the lifting machinery comprises a sheave, a machinery brake and an electric motor for rotating the sheave.
  • the lifting machinery moves the car in a vertical direction upwards and downwards in the vertically extending elevator shaft.
  • the sling and the car are carried by the ropes, which connect the car to the counter weight.
  • the sling of the car is further supported with gliding means at guide rails extending in the vertical direction in the shaft.
  • the gliding means can comprise rolls rolling on the guide rails or gliding shoes gliding on the guide rails when the elevator car is moving upwards and downwards in the elevator shaft.
  • the guide rails are attached with fastening brackets at the side wall structures of the elevator shaft.
  • the gliding means engaging with the guide rails keep the car in position in the horizontal plane when the car moves upwards and downwards in the elevator shaft.
  • the counter weight is supported in a corresponding way on guide rails attached on the wall structure of the shaft.
  • the car transports people and/or goods between the landings in the building.
  • the elevator shaft can be formed so that the wall structure is formed of solid walls or so that the wall structure is formed of an open steel structure.
  • Electromechanical drum brakes and disc brakes are typically used as machinery brakes in elevators.
  • An electromechanical machinery brake comprises normally stationary brake shoes acting on a brake surface rotating with the sheave. The brake shoes are pressed against the brake surface by means of a mechanical force e.g. a spring and released from the brake surface by the force of an electromagnet.
  • the electromagnet comprises one or several coils and an armature. The electromagnet can be energized with an electric current, whereby a magnetic field is produced in the electromagnet. The magnetic field will attract a counterpart of the armature. The counterpart of the armature moves in the opposite direction by a mechanical force when the electric current is disrupted.
  • the brake shoes can be mechanically connected to the counterpart of the armature.
  • the machinery brake will automatically be engaged i.e. the brake shoes will be pressed against the brake surface when the power supply to the coils of the machinery brake is for some reason disrupted.
  • the power supply to the coils can be disrupted on purpose by opening a switch when the intention is to use the machinery brake to hold the elevator car at a desired landing.
  • the power supply to the coils can, however, also be disrupted unintentionally due to a black-out in the power supply to the elevator.
  • the machinery brake will thus be activated automatically stopping the movement of the elevator car when the black-out occurs.
  • a machinery brake in an elevator comprises two electromechanical machinery brakes for safety reasons. This means that two brake coils are controlled by the elevator brake control circuit.
  • the elevator car can in a black-out or emergency stop situation be stopped in two ways in prior art solutions.
  • Both machinery brakes can be caused to brake rapidly. This means that the coils in the brakes should be deenergized rapidly. This can be done by connecting each coil to a circuit producing a high reverse voltage causing a rapid decrease of the current in the coil, whereby the mechanical force will cause the machinery brake to brake rapidly.
  • the machinery brake can alternatively be caused to brake slowly by generating a low reverse voltage e.g. with a diode, whereby the current decreases slowly in the coil of the machinery brake.
  • EP patent application 2 028 150 discloses a brake system of an elevator.
  • the brake apparatus comprises a main body having a brake coil, and a discharge circuit connected in parallel to the brake coil.
  • the main body serves to apply a braking force to a car by stopping the supply of electric power to the brake coil and release the braking force applied to the car by supplying electric power to the brake coil.
  • the discharge circuit attenuates a current of the brake coil when the supply of the electric power to the brake coil is stopped.
  • the discharge circuit has a discharge parallel part that includes a resistor, and an overvoltage absorber which is connected in parallel to the resistor for maintaining a voltage impressed on the resistor within a predetermined range.
  • WO patent publication 2010/100316 discloses an elevator system and a brake control circuit comprising a first switch that controls the electricity supply of the winding of the brake, which switch is connected in a controlled manner with the control of the electricity supply of the winding of the brake, and thus the braking function is controlled.
  • the control of the two electromechanical brakes is synchronised.
  • WO patent publication 2012/052600 discloses a braking apparatus for braking the rotating part of a hoisting machine.
  • the braking apparatus comprises one or more brakes, which contain altogether at least one movable brake shoe, spring elements for activating the brake by moving the brake shoe forward, at least two electromagnets which, when magnetized by a magnetizing current, apply a force of attraction to bodies conducting magnetic flux.
  • the electromagnets are fitted to release the brake by pulling the at least one brake shoe backwards by resisting the spring elements.
  • the brake is fitted to be activated by reducing the magnetizing current of the electromagnet.
  • the braking apparatus comprises a power supply circuit for the electromagnets, which contains controllable power supply interrupting devices.
  • the electromagnets are connected to the power supply circuit in such a way that the supply of magnetizing current to each electromagnet can be interrupted by means of at least two different interrupting means.
  • An object of the present invention is to present a novel method for controlling a brake control system that controls a machinery brake with two brakes and a novel elevator utilizing the novel method.
  • the method is defined in of claim 1.
  • the elevator is defined in claim 4.
  • the method and the elevator provides for a possibility to control the retardation of the elevator car in a black-out or emergency stop situation so that a smooth braking of the machinery brake and thereby a smooth retardation of the elevator car can be achieved.
  • Fig. 1 shows a vertical cross section of an elevator.
  • the elevator comprises a car 10, an elevator shaft 20, a machine room 30, lifting machinery 40, ropes 41, and a counter weight 42.
  • the car 10 is supported on a sling 11 surrounding the car 10.
  • the lifting machinery 40 comprises a sheave 43, a machinery brake 100 and an electric motor 44 for rotating the sheave 43 via a shaft 45.
  • the lifting machinery 40 moves the car 10 in a vertical direction S1 upwards and downwards in the vertically extending elevator shaft 20.
  • the sling 11 and the car 10 within it are carried by the ropes 41, which connect the car 10 to the counter weight 42.
  • the sling 11 of the car 10 is further supported with gliding means 70 at guide rails 50 extending in the vertical direction in the shaft 20.
  • the figure shows two guide rails 50 at opposite sides of the car 10.
  • the gliding means 70 can comprise rolls rolling on the guide rails 50 or gliding shoes gliding on the guide rails 50 when the car 10 is moving upwards and downwards in the elevator shaft 20.
  • the guide rails 50 are attached with fish plates and fastening brackets 60 to the side wall structures 21 in the elevator shaft 20.
  • the figure shows only two fastening brackets 60, but there are several fastening brackets 60 along the height of each guide rail 50.
  • the gliding means 70 engaging with the guide rails 50 keep the car 10 in position in the horizontal plane when the car 10 moves upwards and downwards in the elevator shaft 20.
  • the counter weight 42 is supported in a corresponding way on guide rails attached on the wall structure 21 of the shaft 20.
  • the car 10 transports people and/or goods between the landings in the building.
  • the elevator shaft 20 can be formed so that the wall structure 21 is formed of solid walls or so that the wall structure 21 is formed of an open
  • FIG 2 shows a block diagram of the main parts in a control system of an elevator.
  • the elevator car 10 is carried by the ropes 41, which connect the car 10 to the counter weight 42.
  • the ropes 41 pass over the sheave 43 shown in figure 1 .
  • the sheave 43 is driven by the electric motor 44.
  • the system comprises a machinery brake 100, a machinery brake control system 300, a frequency converter 400, and a main control system 500.
  • the frequency converter 400 is connected to the electrical grid 200.
  • the frequency converter 400 controls the rotation of the electric motor 44.
  • the electric motor 44 is advantageously a permanent magnet synchronous motor 44.
  • the frequency converter 400 controls the rotation of the electric motor 44.
  • the speed of rotation and the direction of rotation of the rotor of the electric motor 44 are measured with a sensor 600, which is connected to the frequency converter 400.
  • the sensor may be an encoder or a tachometer. Another possibility is to determine the movement of the rotor of the electric motor 44 from the position of the permanent magnets with a Hall-sensor or from a voltage or current measurement by calculating from the counter voltage of the electric motor 44.
  • the frequency converter 400 also receives a rotational speed reference of the electric motor 44 from the main control system 500.
  • the rotational reference speed data of the electric motor 44 is the target value of the rotational speed of the electric motor 44.
  • the machinery brake control system 300 is used to control the electromagnetic machinery brake 100 of the elevator.
  • the machinery brake control system 300 can e.g. be situated in connection with the control panel of the elevator or in connection with the main control unit 500 or in the vicinity of the machinery brake 100.
  • FIG 3 shows an elevator machinery brake control system.
  • the machinery brake control system 300 is formed of a rectifier bridge RB1, an intermediate circuit IC1, a first brake control circuit BC1 and a second brake control circuit BC2.
  • the first brake control circuit BC1 controls the first brake inductor L1 in the first brake BR1.
  • the second brake control circuit BC2 controls the second brake inductor L2 in the second brake BR2.
  • the machinery brake 100 comprises thus two brakes BR1, BR2 supplied by a common voltage source i.e. the rectifier bridge RB1.
  • the rectifier bridge RB1 converts the AC grid 200 voltage at the input terminals P1, P2 of the rectifier bridge RB1 into a direct voltage U1 at the DC voltage output terminals P3, P4 of the rectifier bridge RB1.
  • the first DC voltage output terminal P3 is the positive pole of the DC output voltage U1 and the second DC voltage output terminal P4 is the negative pole of the DC output voltage U1.
  • An intermediate circuit IC1 comprising a capacitor C1 is coupled in parallel to the DC voltage output terminals P3, P4 of the rectifier bridge RB1.
  • the function of the capacitor C1 is to lessen the variation in (or to smooth) the rectified direct voltage U1 provided at the DC voltage output terminals P3, P4 of the rectifier bridge RB1.
  • the direct voltage U1 provided at the DC voltage output terminals P3, P4 of the rectifier bridge RB1 and acting over the capacitor C1 in the intermediate circuit IC1 is then coupled to the input terminals P5, P6 of the first brake control circuit BC1 and to the input terminals P7, P8 of the second brake control circuit BC2.
  • the first brake control circuit BC1 is coupled in parallel to the DC voltage output terminals P3, P4 of the rectifier bridge RB1 i.e. in parallel with the capacitor C1 of the intermediate circuit IC1.
  • the second brake control circuit BC2 is coupled in parallel to the DC voltage output terminals P3, P4 of the rectifier bridge RB1 i.e. in parallel with the capacitor C1 of the intermediate circuit IC1.
  • the first brake control circuit BC1 and the second brake control circuit BC2 are thus coupled in parallel to the DC voltage output terminals P3, P4 of the rectifier bridge RB1.
  • the first inductor L1 in the first brake BR1 is coupled to the output terminals M1, M2 of the first brake control circuit BC1.
  • the first brake control circuit BC1 comprises two different current paths i.e. a first, forward directed current path and a second, reverse directed current path.
  • the first, forward directed current path passes from the first input terminal P5 of the first brake control circuit BC1 over a first switch S1 to the first output terminal M1 of the first brake control circuit BC1 and further through the first inductor L1 of the first brake BR1 to the second output terminal M2 of the first brake control circuit BC1 and further over a second switch S2 to the second input terminal P6 of the first brake control circuit BC1.
  • the second, reverse directed current path passes from the second input terminal P6 of the first brake control circuit BC1 through a forward coupled second diode D2 to the first output terminal M1 of the first brake control circuit BC1 and further through the first inductor L1 of the first brake BR1 to the second output terminal M2 of the first brake control circuit BC1 and further through a forward coupled first diode D1 to the first input terminal P5 of the first brake control circuit BC1.
  • the two current paths are formed by two parallel current circuits connected between the input terminals P5, P6 of the first brake control circuit BC1.
  • the first current circuit comprises a series connection of the first diode D1 and the second switch S2.
  • the cathode side of the first diode D1 is coupled to the first input terminal P5 of the first brake control circuit BC1 and the second side of the second switch S2 is coupled to the second input terminal P6 of the first brake control circuit BC1.
  • the anode side of the first diode D1 is connected to the first side of the second switch S2.
  • the second current circuit comprises a series connection of the first switch S1 and the second diode D2.
  • the first side of the first switch S1 is coupled to the first input terminal P5 of the first brake control circuit BC1 and the anode side of the second diode D2 is coupled to the second input terminal P6 of the first brake control circuit BC1.
  • the second side of the first switch S1 is connected to the cathode side of the second diode D2.
  • the output terminals M1, M2 of the first brake control circuit BC1 are formed by the middle points M1, M2 of the first current circuit and the second current circuit.
  • the middle point M1 of the first current circuit is located between the first diode D1 and the second switch S2.
  • the middle point M2 of the second current circuit is located between the first switch S1 and the second diode D2.
  • a first snubber RC1 is further coupled in parallel with the first brake inductor L1.
  • the first snubber RC1 comprises in this embodiment a series connection of a diode and a varistor. A sudden interruption of the current flow to the first brake inductor L1 in the first brake BR1 will result in a high reverse voltage over the first brake inductor L1.
  • the first snubber RC1 provides a short term alternative current path for the first brake inductor L1 to be discharged when the external current flow to the first brake inductor L1 is interrupted.
  • the first snubber RC1 protects the capacitor C1 in the intermediate circuit IC1 and the first brake inductor L1 in the first brake BR1 by restricting over voltages produced in the first brake inductor L1 in the first brake BR1.
  • the first snubber RC1 has as such no effect on the function of the invention.
  • the second brake control circuit BC2 is identical with the first brake control circuit BC1.
  • the second inductor L2 in the second brake BR2 is coupled to the output terminals M3, M4 of the second brake control circuit BC2.
  • the second brake control circuit BC2 comprises two different current paths i.e. a first forward directed current path and a second reverse directed current path.
  • the first, forward directed current path passes from the first input terminal P7 of the second brake control circuit BC2 over a first switch S3 to the first output terminal M3 of the second brake control circuit BC2 and further through the second inductor L2 of the second brake BR2 to the second output terminal M4 of the second brake control circuit BC2 and further over the second switch S4 to the second input terminal P8 of the second brake control circuit BC2.
  • the second, reverse directed current path passes from the second input terminal P8 of the second brake control circuit BC2 through a forward coupled second diode D4 to the first output terminal M3 of the second brake control circuit BC2 and further through the second inductor L2 of the second brake BR2 to the second output terminal M4 of the second brake control circuit BC2 and further through a forward coupled second diode D3 to the first input terminal P7 of the second brake control circuit BC2.
  • the two current paths are formed by two parallel current circuits connected between the input terminals P7, P8 of the second brake control circuit BC2.
  • the first current circuit comprises a series connection of the first diode D3 and the second switch S4.
  • the cathode side of the first diode D3 is coupled to the first input terminal P7 of the second brake control circuit BC2 and the second side of the second switch S4 is coupled to the second input terminal P8 of the second brake control circuit BC2.
  • the anode side of the first diode D3 is connected to the first side of the second switch S4.
  • the second current circuit comprises a series connection of the first switch S3 and the second diode D4.
  • the first side of the first switch S3 is coupled to the first input terminal P7 of the second brake control circuit BC2 and the anode side of the second diode D4 is coupled to the second input terminal P8 of the second brake control circuit BC2.
  • the second side of the first switch S3 is coupled to the cathode side of the second diode D4.
  • the output terminals M3, M4 of the second brake control circuit BC2 are formed by the middle points M3, M4 of the first current circuit and the second current circuit.
  • the middle point M3 of the first current circuit is located between the first diode D3 and the second switch S4.
  • the middle point M2 of the second current circuit is located between the first switch S3 and the second diode D4.
  • a second snubber RC2 is further coupled in parallel with the second brake inductor L2.
  • the second snubber RC2 comprises in this embodiment a series connection of a diode and a varistor. A sudden interruption of the current flow to the second brake inductor L2 in the second brake BR2 will result in a high reverse voltage over the second brake inductor L2.
  • the second snubber RC2 provides a short term alternative current path for the second brake inductor L2 to be discharged when the external current flow to the second brake inductor L2 is interrupted.
  • the second snubber RC2 protects the capacitor C1 in the intermediate circuit IC1 and the second brake inductor L2 in the second brake BR2 by restricting over voltages produced in the second brake inductor L2 in the second brake BR2.
  • the second snubber RC2 has as such no effect on the function of the invention.
  • main switch S5 in the main voltage line before the input terminals P1, P2 of the rectifier bridge RB1. This is a part of the safety circuit of the elevator.
  • the main control system 500 will close the main switch S5 when the main control system 500 receives a control signal to move the elevator car 10 and all the prerequisites relating to safety issues are fulfilled.
  • the main switch S5 is opened when there is a black-out.
  • the switches S1, S2, S3, S4 in the brake control circuits BC1, BC2 can be electromechanical switches e.g. relays or semiconductor switches e.g. mosfet or igbt switches.
  • the machinery brake system 300 opens the brakes BR1, BR2 by leading a pick-up current I1 to the brake inductors L1, L2 of the brakes BR1, BR2.
  • the switches S1 and S2 in the first brake control circuit BC1 as well as the switches S3 and S4 in the second brake control circuit BC2 are closed in this situation.
  • the pick-up current I1 is a current big enough to produce a magnetic force in the brake inductor L1, L2 that is able to open the brakes BR1, BR2.
  • the current is then reduced to a lower level in order to save energy when the magnetic force required to open the brakes BR1, BR2 has been reached and the brakes BR1, BR2 are open.
  • the lower level of the current is a hold current I2 that is able to keep the brakes BR1, BR2 open once they have been opened by the pick-up current I1.
  • the switches S3, S4 in the second brake control circuit BC2 When the switches S3, S4 in the second brake control circuit BC2 are closed, it is possible to control the braking of the second brake BR2 with the energy discharged from the first brake control circuit BC1 and the capacitor C1 in the intermediate circuit IC1.
  • the start of the braking of the second brake BR2 can be delayed so that switches S3 and S4 are kept closed or by rounding out the start of the braking of the second brake BR2 by modulating the current energizing the second inductor L2 with switches S3 and/or S4.
  • the other of the switches S3 and S4 can be closed and the other can be opened and closed in a desired sequence in order to modulate the current supplied to the second inductor L2.
  • Figure 4 shows the currents of the machinery brakes and the speed of the elevator car during a black-out or emergency stop according to a first example of the invention.
  • the uppermost diagram represents the current in the first brake BR1
  • the diagram in the middle represents the current in the second brake BR2
  • the lowermost diagram represents the speed of the elevator car.
  • the black-out or emergency stop occurs in the beginning of a drive sequence.
  • the brake currents are at the pick-up level I1.
  • the emergency stop operation is started when the main control system 500 of the elevator detects the need for an emergency stop and the brake control system 300 starts to release the machinery brake so that the machinery brake can close.
  • the switch S5 feeds the intermediate circuit IC1 and it will typically open in the time interval between the point t1 and the point t3 in time preventing additional energy from flowing to the intermediate circuit IC1.
  • the brake control system 300 starts to reduce the current of the first brake inductor L1 in the first brake BR1 at the point t2 in time by opening the switches S1 and S2.
  • An alternative reverse directed current path from the first brake inductor L1 in the first brake BR1 to the capacitor C1 in the intermediate circuit IC1 is thereby opened through the diodes D1 and D2.
  • the current of the first brake inductor L1 in the first brake BR1 drops below the hold current 12, which means that the first brake BR1 starts to brake i.e. produce a retarding torque.
  • the speed of the elevator car will thus start to slow down according to the first decreasing slope DR1 in the lowermost diagram.
  • the current of the first brake BR1 reaches the value zero at a point t4 in time.
  • the energy stored in the first brake inductor L1 of the first brake BR1 will be discharged to the capacitor C1 in the intermediate circuit IC1 in the time interval between the point t2 and the point t4 in time.
  • the current of the second brake BR2 is first kept above the hold current 12.
  • the energy that has been discharged from the first brake inductor L1 into the capacitor C1 in the intermediate circuit IC1 can be used to control the second brake BR2. This can be done by controlling the drop of the current in the second brake inductor L2 in the second brake BR2 by the switches S3 and S4 in order to achieve a desired retarding brake torque.
  • a slow drop of the current in the second brake inductor L2 can be achieved by keeping the switch S4 open so that the current flows through the diode D3 during the time when switch S3 is closed.
  • a semi-slow drop of the current that flows in the second brake inductor L2 can be achieved e.g.
  • Figure 5 shows the currents of the machinery brakes and the speed of the elevator car during a black-out or emergency stop according to a second example of the invention.
  • the black-out or emergency stop occurs in the middle or at the end of a drive sequence so the brake currents are at the hold level 12.
  • the brake control system 300 starts to decrease the current of the first brake inductor L1 in the first brake BR1 and the second brake inductor L2 in the second brake BR2 at the point t2 in time by opening the switches S1 and S2. At the point t3 in time the current of the first brake inductor L1 in the first brake BR1 decreases below the hold current 12, which means that the first brake BR1 starts to produce a retarding torque.
  • the speed of the elevator car will thus start to slow down according to the third decreasing slope DR3 in the lowermost diagram.
  • the current of the first brake BR1 reaches the value zero at the point t4 in time.
  • the energy stored in the first brake inductor L1 of the first brake BR1 will be discharged to the capacitor C1 in the intermediate circuit IC1 during the interval between the point t2 and the point t4 in time.
  • the energy that has been stored into the capacitor C1 of the intermediate circuit IC1 can be used to control the second brake BR2. This can be done by controlling the drop of the current in the second brake inductor L2 in the second brake BR2 by the switches S3 and S4 in order to achieve a desired retarding brake torque. At the point t5 in time the current in the second brake BR2 reaches the hold current I2 level, whereby the second brake BR starts to produce an additional retarding brake torque. The speed of the elevator car will thus start to slow down according to the fourth decreasing slope DR4 in the lowermost diagram.
  • the first brake BR1 and the second brake BR2 can be controlled based on a previously identified drive situation and based on the driving speed of the elevator car at the moment when the emergency stop occurs or based on measured information of the retardation of the elevator car.
  • diode means includes in this application these both alternatives and all other alternatives where an element restricting the current flow into only one direction is used.
  • the brake control circuits BC1, BC2 are identical in the embodiment shown in figure 3 , but this is not necessary in the invention. Only one of the first brake control circuit BC1 and brake control circuit BC2 could be provided with the two current paths providing the possibility of coupling the brake inductor L1, L2 in a normal forward direction and in a reverse direction to the capacitor C1 in the intermediate circuit IC1. The other brake control circuit BC1, BC2 could be provided with only one current path so that coupling of the brake inductor L1, L2 only in the normal forward direction would be possible in said brake control circuit BC1, BC2.
  • the use of the invention is naturally not limited to the type of elevator disclosed in the figures.
  • the invention can be used in any type of elevator e.g. also in elevators lacking a machine room and/or a counterweight.
  • the counter weight is in the figures positioned on the back wall of the elevator shaft.
  • the counter weight could be positioned on either side wall of the elevator shaft or on both side walls of the elevator shaft.
  • the lifting machinery is in the figures positioned at the top of the elevator shaft.
  • the lifting machinery could be positioned at the bottom of the elevator shaft or at some point between the bottom and the top within the elevator shaft.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)

Claims (4)

  1. Procédé pour commander un frein de machinerie d'ascenseur pendant une panne d'électricité ou un arrêt d'urgence, ledit frein de machinerie comprenant deux freins (BR1, BR2) commandés par un système de commande de frein (300) comprenant :
    un pont redresseur (RB1) alimenté en courant alternatif à partir d'un réseau (200) et fournissant une tension continue sur des bornes de sortie (P3, P4),
    un circuit intermédiaire (IC1) comprenant un condensateur (C1) couplé en parallèle aux bornes de sortie (P3, P4) à tension continue du pont redresseur (RB1),
    un premier circuit de commande de frein (BC1) comprenant des bornes d'entrée (P5, P6) couplées aux bornes de sortie (P3, P4) du pont redresseur (RB1), des bornes de sortie (M1, M2) couplées à une première bobine d'induction de frein (L1) dans un premier frein (BR1), la première bobine d'induction de frein (L1) étant connectée dans une direction avant par le biais d'un premier chemin de courant formé d'un commutateur (S1, S2) positionné entre une borne de sortie (M1, M2) respective et une borne d'entrée (P5, P6) respective du premier circuit de commande de frein (BC1), et dans une direction inverse par le biais d'un deuxième chemin de courant parallèle formé d'un moyen formant diode (D1, D2) positionné entre une borne de sortie (M2, M1) respective et une borne d'entrée (P5, P6) respective du premier circuit de commande de frein (BC1),
    un deuxième circuit de commande de frein (BC2) couplé en parallèle au premier circuit de commande de frein (BC1) et comprenant des bornes d'entrée (P7, P8) couplées aux bornes de sortie (P3, P4) du pont redresseur (RB1), des bornes de sortie (M3, M4) couplées à une deuxième bobine d'induction de frein (L2) dans un deuxième frein (BR2), la deuxième bobine d'induction de frein (L2) étant connectée dans une direction avant par le biais d'un premier chemin de courant formé d'un commutateur (S3, S4) positionné entre une borne de sortie (M3, M4) respective et une borne d'entrée (P7, P8) respective du deuxième circuit de commande de frein (BC2), et dans une direction inverse par le biais d'un deuxième chemin de courant parallèle formé d'un moyen formant diode (D3, D4) positionné entre une borne de sortie (M3, M4) respective et une borne d'entrée (P7, P8) respective du deuxième circuit de commande de frein (BC2),
    le procédé comprenant :
    la déconnexion du pont redresseur (RB1) du réseau (200),
    la connexion de la première bobine d'induction de frein (L1) par le biais du premier chemin de courant au circuit intermédiaire (IC1) de sorte que l'énergie stockée dans la première bobine d'induction de frein (L1) est évacuée dans le condensateur (C1) dans le circuit intermédiaire (IC1), de sorte que le courant dans la première bobine d'induction de frein (L1) chute rapidement et que le premier frein (BR1) commence à produire un couple de décélération lorsque le courant dans la première bobine d'induction de frein (L1) chute au-dessous d'un niveau de courant minimal de maintien (I2),
    l'utilisation de l'énergie évacuée de la première bobine d'induction de frein (L1) dans le condensateur (C1) dans le circuit intermédiaire (IC1) dans le deuxième circuit de commande de frein (BC2) par commande du courant de la deuxième bobine d'induction de frein (L2) avec les commutateurs (S3, S4) dans le deuxième circuit de commande de frein (BC2) pour qu'il chute le long d'une rampe descendante prédéfinie, de sorte que le couple de décélération du deuxième frein (BR2) augmente d'une manière correspondante, entraînant un arrêt en douceur contrôlé de la cabine d'ascenseur (10).
  2. Procédé selon la revendication 1, caractérisé en outre par :
    la fourniture de deux circuits de courant connectés en parallèle entre les bornes d'entrée (P5, P6) du circuit de commande de frein (BC1, BC2) respectif,
    chacun des circuits de courant comprenant un montage en série d'un commutateur (S1, S2, S3, S4) et d'un moyen formant diode (D1, D2, D3, D4),
    les bornes de sortie (M1, M2) du circuit de commande de frein (BC1, BC2) respectif étant formées dans chacun des circuits de courant entre le commutateur (S1, S2, S3, S4) et le moyen formant diode (D1, D2, D3, D4),
    le premier chemin de courant dirigé vers l'avant étant formé de la première borne d'entrée (P5) à la deuxième borne d'entrée (P6) du circuit de commande de frein (BC1, BC2) respectif en passant par le premier commutateur (S1, S3) dans un premier des circuits de courant et en outre en passant par la bobine d'induction (L1, L2) et en outre en passant par deuxième commutateur (S2, S4) dans un deuxième des circuits de courant,
    le deuxième chemin de courant dirigé à l'inverse étant formé de la deuxième borne d'entrée (P6) à la première borne d'entrée (P5) du circuit de commande de frein (BC1, BC2) respectif en passant par un deuxième moyen formant diode (D2, D4) dans le premier des circuits de courant et en outre en passant par la bobine d'induction (L1, L2) et en outre en passant par un premier moyen formant diode (D1, D3) dans le deuxième des circuits de courant.
  3. Procédé selon la revendication 1 ou 2 caractérisé en outre par la protection de la bobine d'induction de frein (L1, L2) et du condensateur (C1) dans le circuit intermédiaire (IC1) par connexion d'un dispositif d'amortissement (RC1, RC2) parallèlement à la bobine d'induction de frein (L1, L2).
  4. Ascenseur comprenant un système de commande de frein (300) commandant un frein de machinerie avec deux freins (BR1, BR2), le système de commande de frein (300) comprenant :
    un pont redresseur (RB1) alimenté en courant alternatif à partir d'un réseau (200) et fournissant une tension continue sur des bornes de sortie (P3, P4),
    un circuit intermédiaire (IC1) comprenant un condensateur (C1) couplé en parallèle aux bornes de sortie (P3, P4) à tension continue du pont redresseur (RB1),
    un premier circuit de commande de frein (BC1) comprenant des bornes d'entrée (P5, P6) couplées aux bornes de sortie (P3, P4) du pont redresseur (RB1), des bornes de sortie (M1, M2) couplées à une première bobine d'induction de frein (L1) dans un premier frein (BR1), la première bobine d'induction de frein (L1) étant connectée dans une direction avant par le biais d'un premier chemin de courant formé d'un commutateur (S1, S2) positionné entre une borne de sortie (M1, M2) respective et une borne d'entrée (P5, P6) respective du premier circuit de commande de frein (BC1), et dans une direction inverse par le biais d'un deuxième chemin de courant parallèle d'un moyen formant diode (D1, D2) positionné entre une borne de sortie (M2, M1) respective et une borne d'entrée (P5, P6) respective du premier circuit de commande de frein (BC1),
    un deuxième circuit de commande de frein (BC2) couplé en parallèle au premier circuit de commande de frein (BC1) et comprenant des bornes d'entrée (P7, P8) couplées aux bornes de sortie (P3, P4) du pont redresseur (RB1), des bornes de sortie (M3, M4) couplées à une deuxième bobine d'induction de frein (L2) dans un deuxième frein (BR2), la deuxième bobine d'induction de frein (L2) étant connectée dans une direction avant par le biais d'un premier chemin de courant formé d'un commutateur (S3, S4) positionné entre une borne de sortie (M3, M4) respective et une borne d'entrée (P7, P8) respective du deuxième circuit de commande de frein (BC2), et dans une direction inverse par le biais d'un deuxième chemin de courant parallèle formé d'un moyen formant diode (D3, D4) positionné entre une borne de sortie (M3, M4) respective et une borne d'entrée (P7, P8) respective du deuxième circuit de commande de frein (BC2),
    caractérisé en ce que le système de commande de frein (300) commande le frein de machinerie d'après un procédé selon l'une quelconque des revendications 1-3.
EP15188881.5A 2015-10-08 2015-10-08 Procédé et agencement permettant de commander un frein de machinerie d'ascenseur Active EP3153443B1 (fr)

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Publication number Priority date Publication date Assignee Title
JP2003292257A (ja) * 2002-04-04 2003-10-15 Mitsubishi Electric Corp エレベーターのブレーキ駆動装置
WO2007144948A1 (fr) * 2006-06-15 2007-12-21 Mitsubishi Electric Corporation Système de freinage d'un ascenseur
FI121065B (fi) * 2009-03-05 2010-06-30 Kone Corp Hissijärjestelmä
FI20106092A (fi) * 2010-10-21 2012-04-22 Kone Corp Jarrutuslaitteisto
WO2012105986A1 (fr) * 2011-02-04 2012-08-09 Otis Elevator Company Système permettant de séquencer l'arrêt d'un dispositif de freinage
JP2012218880A (ja) * 2011-04-08 2012-11-12 Mitsubishi Electric Corp エレベータのブレーキ制御装置

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