EP3177555B1 - Aufzugssystem, bremssystem für ein aufzugssystem und verfahren zur steuerung einer bremsanlage eines aufzugssystems - Google Patents

Aufzugssystem, bremssystem für ein aufzugssystem und verfahren zur steuerung einer bremsanlage eines aufzugssystems Download PDF

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Publication number
EP3177555B1
EP3177555B1 EP15742225.4A EP15742225A EP3177555B1 EP 3177555 B1 EP3177555 B1 EP 3177555B1 EP 15742225 A EP15742225 A EP 15742225A EP 3177555 B1 EP3177555 B1 EP 3177555B1
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EP
European Patent Office
Prior art keywords
elevator
braking
car
drive
braking unit
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.)
Active
Application number
EP15742225.4A
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German (de)
English (en)
French (fr)
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EP3177555A1 (de
Inventor
Christian Studer
Raphael Bitzi
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Inventio AG
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Inventio AG
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Publication date
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Priority to PL15742225T priority Critical patent/PL3177555T3/pl
Publication of EP3177555A1 publication Critical patent/EP3177555A1/de
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Classifications

    • 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
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B66B1/365—Means for stopping the cars, cages, or skips at predetermined levels mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures

Definitions

  • the invention relates to an elevator system, a brake system for an elevator system and a method for controlling a brake system of an elevator system with the features of the independent claims.
  • Known elevator systems generally comprise a safety catch system which is designed to decelerate and immobilize a free-falling elevator car, and a drive brake, which is arranged in an elevator drive and in operation brakes the elevator system, for example when stopped.
  • EP2107029 discloses a corresponding brake system with a drive brake and a safety gear.
  • the braking system has a brake control device which, upon detection of an abnormal condition, initializes a corresponding braking action.
  • the drive brake system must be able to safely stop and hold an elevator car in the event of faults. For safety reasons, all parts of the drive brake system are duplicated. As a result, essential parts of the drive brake are present in duplicate, so that if one of the drive brakes fails, safe braking of the elevator car continues to be ensured.
  • the safety gear or the safety gear system must generally be able to brake and hold the elevator car to a standstill in case of failure of suspension elements or the support system.
  • cabin brake systems are also used which completely replace the drive brakes and which can safely stop and hold the elevator car. Even with this solution then essential parts of the cabin brake system are duplicated. In this case, the redundancy of the brake system on the one hand leads to an increase in weight of the elevator car, so that possibly stronger drives and more suspension means are necessary. In other cases, a total of often oversized braking performance is present. This in turn results in higher acquisition and maintenance costs.
  • This object is achieved essentially by an elevator system with a brake control device.
  • This brake control device can jointly control the cabin brake unit and the drive brake unit in a brake application, so that both brake units are actuated together and these two brake units together result in a redundant brake system.
  • the proposed elevator system thus comprises an elevator car, at least one elevator drive and suspension means, preferably arranged in an elevator shaft, wherein the elevator car is arranged movably in the elevator shaft by means of the elevator drive via the suspension means.
  • the elevator system further comprises a cabin brake unit, which is assigned to the elevator car, and a drive brake unit, which is assigned to the elevator drive.
  • the cabin brake unit and the drive brake unit are coordinated by the brake control device or jointly controlled. This means that in any case, even in normal operation for the purpose of holding or stopping the elevator car in a stop, the cabin brake unit and the drive brake unit are actuated together or together.
  • the safety-relevant redundancy can be achieved by the arrangement of the cabin brake unit and the drive brake unit as well as the coordinated or common activation of the two brakes. If one of the brakes fails, the other of the two brakes still ensures braking.
  • the common control can also include a time offset of the brake application.
  • a control is carried out such that in case of failure or failure of one of the brake units, the other brake unit provides the braking power in full to keep the elevator car safely or to brake.
  • no further control intervention is required, since it is already ensured by the common control that the redundant component or the other of the two brake units generates its braking effect.
  • This ensures full redundant dual braking safety. This is achieved by always controlling the cabin brake unit and the drive brake unit simultaneously or together. At the same time it also implies that, for example, a small time response delay can be present between the two brake units, so that a resulting impact on the cabin is reduced.
  • both the drive brake unit as well as the cabin brake unit may each comprise a single brake assembly or a plurality of brake assemblies, which, however, are not redundant and safety terms are understood as a single brake unit.
  • the plurality of brake assemblies serve essentially to initiate the braking forces in guide rails arranged on both sides of the elevator car or to assemble a plurality of standardized smaller brakes into a cabin brake unit.
  • the plurality of brake assemblies primarily serve to assemble a plurality of standardized smaller brakes into a drive brake unit.
  • the communication between the cabin brake unit, the drive brake unit and the brake control unit can take place via (hanging) cables via a bus system or naturally also via signal lines or it can be wireless, for example via radio or infrared signals.
  • the communication is executed on the rules of a "fail-safe" communication. This means that if the connection is faulty, the brake units will inevitably brake. This makes the elevator system very safe.
  • the brake control device can also be arranged as desired, for example on the elevator car or in the vicinity of the drive or on a wall of the elevator shaft.
  • the brake control device can also be integrated or attached in an elevator control device.
  • Both the cab and the drive brake unit are preferably formed fail-safe. This means that both brake units are actively ventilated. In the event of a fault or a power failure, the brake units thus close automatically.
  • a released brake unit is a brake unit in its open position, that is, it does not brake in this position.
  • the cabin brake unit is attached to the elevator car and cooperates with a guide rail of the elevator shaft.
  • the drive brake unit is preferably arranged directly on the drive of the elevator. There, it preferably acts directly on a traction sheave or a drive shaft of the traction sheave. This is advantageous because a power transmission from the drive brake to the suspension element can be effected as directly as possible and a failure in the power flow from the drive brake to the suspension element is minimized.
  • the drive brake unit preferably contains a plurality of individual brakes, which are distributed over the circumference of a brake disk, for example.
  • An arrangement of the cabin brake unit to the elevator car is also advantageous because in addition to the safe braking function, for example, a drifting of the elevator car can be prevented or because of vibrations of the cabin, which eg when entering and exiting passengers or when loading or unloading goods arise, can be largely avoided.
  • the cabin brake unit of the elevator car thus takes over in addition to the actual free fall protection or the function as safety gear the function of holding the car in a floor or the delay of the elevator car in an emergency stop.
  • the braking power in the case of an emergency stop with intact support means can thus be provided redundantly, by the joint action of the drive brake unit and the cabin brake unit.
  • the cabin brake unit comprises two brakes, which are each arranged laterally opposite to the elevator car and which each interact with a guide rail of the elevator shaft.
  • the cabin brake unit can be controlled at least in two stages.
  • the cabin brake unit fulfills a dual function.
  • a first braking force is generated, which is smaller than that second braking force, which is generated in a second stage. If the cabin has to be stopped with the support means intact, the cabin brake unit can be actuated in the first stage, thus slowing down the elevator car. Only in a second phase is the second braking force then generated, e.g. to safely decelerate the elevator car in the event of a rope break or free fall. In a rope tear correspondingly larger braking forces are required, since a load-bearing balance by the counterweight is eliminated. Even with a longer stop in a floor, for example, the second braking force can be activated to save energy requirements for keeping open the cabin brake unit.
  • the elevator system is designed as a drum lift system.
  • a drum lift system in the context of the present invention, an elevator system understood, in which the suspension means is wound on a drum, as in the book "The elevator” of Simmen / Drepper; Prestel Kunststoff; 1984 described.
  • the elevator system is designed as a lift without counterweight.
  • This can be implemented on the one hand by the drum lift or it can be a suspension means with high traction capability can be used, so that essentially a weight of a counter strand of the suspension means at best together with small guide weights is sufficient to drive the elevator car.
  • a suspension element with high traction capability can be for example a toothed belt or it can be a suspension element which is pressed against a traction sheave by means of a pressing contour or roller or which is tensioned by means of a pretensioning device.
  • the elevator system can also be designed as a conventional traction elevator with a counterweight.
  • the counterweight compensates for a weight of the empty elevator car plus a proportion of the permissible load.
  • the permissible payload is to be understood as a nominal or nominal load, that is to say the elevator installation is designed to move this load.
  • This weighting that is the proportion of allowable payload compensated by the counterweight, is called balancing. For example, if a balancing factor of 50% is used, this means that the counterweight corresponds to the weight of the empty elevator car plus 50% of the permissible load of the elevator car.
  • the balance factor or the balance is usually in the range between 0 and 50%. This balancing is usually done or changed only once during the initial installation or as part of a conversion of the elevator system.
  • the drive brake unit is always single-acting, ie. in terms of safety-related redundancy as a single brake, can be performed.
  • the redundant braking portion is provided by the cab brake unit.
  • such a brake system preferably includes a cabin brake unit which is assigned or can be assigned to an elevator car, and a drive brake unit which is assigned or can be assigned to an elevator drive. It can be seen that the proposed braking system is suitable both for new elevator systems and for retrofitting older elevator systems. The aforementioned embodiments of the elevator system are of course also applicable to the brake system itself and vice versa.
  • the brake system includes the cab brake unit, the drive brake unit, the brake control device and corresponding communication interfaces.
  • the cabin brake unit is, as already explained above, preferably two or more stages controllable or adjustable.
  • the cabin brake device can be operated as a rule with a smaller braking force and only in a free fall, the entire braking force is applied.
  • the cabin brake unit and the drive brake unit are preferably structurally designed differently.
  • the cabin brake unit and the drive brake unit each comprise brakes of different types and construction.
  • the safety of the brake system is increased in the design or technical failure of one of the brake units, since the probability of failure of the remaining, still intact braking unit is lower when the brake unit is structurally different from the failed brake unit.
  • the drive brake unit is designed as a disk brake and the cabin brake unit, for example, as a clamp brake.
  • both brakes are electromechanically operated, for example by means of electromagnets.
  • a method for controlling a brake system of an elevator system.
  • the elevator system is preferably an elevator system as explained above.
  • the advantages mentioned in the elevator system are also applicable to the inventive method.
  • the brake system of the elevator system comprises a cabin brake unit associated with an elevator car and a drive brake unit associated with an elevator drive.
  • the cabin brake unit is preferably controlled in two stages. In a first step, a first braking force is equal to the braking force generated by the drive brake unit issued. In a second step, the cabin brake unit generates a full second braking force.
  • both the cabin brake unit and the drive brake unit are controlled to output the full braking force.
  • the cabin brake unit can also be activated only in a first braking stage. It gives only a portion of the possible braking force.
  • the elevator car is not stopped abruptly, which is advantageous for passengers and / or goods therein.
  • a cabin brake unit which is divided into two brakes arranged on both sides of the cabin, this can further be advantageous, since in the event of a possible malfunction of one of these two brakes, an asymmetrical braking force is smaller.
  • the drive brake unit or the cabin brake unit can be briefly or prematurely opened in the stop and a control device can check to what extent the remaining brake unit is able to hold the elevator car at a standstill.
  • the brake units may be controlled such that when a brake command first one of two braking units used and then, for example, after a short period of time, the other of the two brake units also comes to braking. During the short period of time, the control device can check to what extent the one brake unit can provide sufficient braking power.
  • FIG. 1 schematically an elevator shaft 3 of an elevator system 1 is shown.
  • the elevator system 1 comprises an elevator car 2, which is located on a floor E 1 . Further floors of the elevator shaft 3 are shown with E 2 to E n .
  • the elevator system 1 of FIG. 1 is designed as a traction elevator system 11 with a counterweight 12, wherein the support means 5 are designed as a carrying strap and are guided under the elevator car 2 and a traction sheave 17.
  • Guide rails 9 for the elevator car 2 and the counterweight 12, which serve to guide and stabilize the elevator car 2 or the counterweight 12, are also provided in the elevator shaft 3.
  • the elevator car 2 is equipped with a car brake unit 6, which is located below the elevator car 2.
  • FIG. 2 shows the elevator system 1 schematically from above. Clearly visible are the guide rails 9, which in pairs lead the elevator car 2 and the counterweight 12.
  • the cabin brake unit 6 of the elevator car 2 consists of two brakes which are arranged laterally below the elevator car 2 in the region of deflection rollers 16 of the suspension element 5.
  • cabin brake units 6 are primarily electrically controllable Brakes suitable. This can be, for example, magnetically releasable clamp brakes, it can be hydraulic caliper brakes or it can be multi-stage controllable brakes, as for example from the Scriptures EP1930282 is known.
  • Both brakes of the cabin brake unit 6 cooperate with a respective guide rail 9 for braking the elevator car 2 and also serve as a safety gear. A separate safety gear is not provided.
  • the elevator system 1 is further equipped in the drive area with a drive brake unit 7, which interacts directly with the elevator drive 4 and the traction sheave 17.
  • the elevator drive 4 may be a drive with gear or a gearless machine.
  • the drive brake unit 7 may be designed as a disc brake, preferably as a spring-applied brake, as a drum brake or other type of construction.
  • Both the cabin brake unit 6 and the drive brake unit 7 are connected to a common brake control device 8 via a connecting line 18 shown schematically with a dash-dot line and respective communication interfaces 14 and 15, respectively.
  • the brake control device 8 is arranged in the elevator shaft 3 and integrated in a control device which also takes over the control of the entire elevator installation 1.
  • the brake control device 8 in particular if it is a braking system, which is provided for retrofitting already existing elevator systems, be designed as a separate unit.
  • the brake control device 8 can also be arranged on the elevator car 2, depending on the application.
  • FIG. 3 a second preferred embodiment of an elevator system 1 according to the invention is shown.
  • the same reference numerals designate the same or equivalent components, which already above regarding the Figures 1 and 2 have been explained.
  • the elevator system 1 is designed as a traction elevator system 11 with a counterweight 12.
  • the counterweight 12 is in this embodiment - viewed from the floor E 1 to E n - arranged behind the car 2.
  • the car 2 and the counterweight 12 are in turn carried by a support means 5, which is deflected and driven via a traction sheave arrangement 17 of the elevator drive 4.
  • the brake control device 8 is arranged on the elevator car 2.
  • the cabin or drive brake unit 6 or 7 is formed with integrated communication interface 14 or 15 and connected via a connecting line 18 to the brake control device 8.
  • FIG. 4 a further alternative embodiment of an elevator system 1 is shown.
  • the same reference numerals, in turn, designate identical or equivalent components, which have already been discussed above with reference to FIG FIGS. 1 to 3 have been explained.
  • the elevator system 1 is designed as a counterbalance traction elevator 11a.
  • the cabin 2 is in turn carried by a support means 5.
  • This suspension element 5 is deflected and driven via a traction sheave arrangement 17a of the elevator drive 4.
  • the support means 5 is guided on the opposite side - on the side of the former counterweight - with a substantially loose strand 5.1 loose in the elevator shaft 3.
  • a low tension weight is attached, which, however, serves only a tightening of the strand 5.1 and possibly the same.
  • a traction transmission from the traction sheave arrangement 17a to the suspension element 5 is ensured by a pressure roller 19, which presses the suspension element 5 onto the traction sheave arrangement 17a.
  • a deflection roller 20 is provided, which deflects the suspension element 5 back into the elevator shaft 3.
  • the traction sheave assembly 17a according to the present embodiment can be replaced by a drum drive.
  • the support means is wound, for example, in a drum. The hanging in the elevator shaft free strand 5.1 is then omitted.
  • the brake control device 8 is preferably arranged again in the elevator shaft 3 in this exemplary embodiment.
  • the communication interface 14 contains the power supply for an electromagnet of the car brake unit 6 to keep it in its open state and it includes a position signal of the car brake unit 6, which indicates whether the cabin brake unit 6 is in its open or closed position.
  • the drive unit 4 accordingly includes the drive brake unit 7 with the associated communication interface 15.
  • the communication interface 15 of the drive brake unit 7 is analogous to the previously explained communication interface 14 of the car brake unit 6.
  • the drive brake unit 7 for generating a single braking force F AB > (K + F + S) * g, while the cabin brake unit 6 at the same time a braking force F KB of the same order> (K + F + S ) * G.
  • the totally producible braking force F AB + F KB is thus lower than in a prior art elevator system since totally only approximately twice the braking force is available.
  • the overall safety of the elevator installation is maintained since the cabin brake unit 6 is actuated together or together with the drive brake unit 7.
  • the determination greater than (>) is to be understood as applying a corresponding surcharge factor.
  • this factor is about 20% - 50% (factor 1.2 - 1.5), which is aimed at accurately known load ratios of the lower aggregate factor.
  • the two drive brake units each have a braking force F AB > ((1 -KA) * F) * g.
  • F AB ((1-0.5) * F) * g
  • the safety gear is designed to generate a braking force F FV > (K + F + S) * g.
  • additional factors are used for the design of the brake system in order to ensure a reliable function over a longer period of time.
  • the drive brake unit 7 for generating a single braking force F AB > ((1-KA) * F) * g, while the cabin brake unit 6 also has a braking force F KB > (K + F + S) * G can generate.
  • the total generating braking force F AB + F KB is thus lower than in an elevator system according to the prior art.
  • a brake system 13 comprising a cabin brake unit 6 with associated communication interface 14, a drive brake unit 7 with associated communication interface 15, and a brake control unit 8 can be used for retrofitting in existing elevator systems.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Structural Engineering (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP15742225.4A 2014-08-07 2015-07-23 Aufzugssystem, bremssystem für ein aufzugssystem und verfahren zur steuerung einer bremsanlage eines aufzugssystems Active EP3177555B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15742225T PL3177555T3 (pl) 2014-08-07 2015-07-23 System dźwigu, układ hamulcowy dla systemu dźwigu oraz sposób sterowania układem hamulcowym systemu dźwigu

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP14180194 2014-08-07
PCT/EP2015/066900 WO2016020204A1 (de) 2014-08-07 2015-07-23 Aufzugssystem, bremssystem für ein aufzugssystem und verfahren zur steuerung einer bremsanlage eines aufzugssystems

Publications (2)

Publication Number Publication Date
EP3177555A1 EP3177555A1 (de) 2017-06-14
EP3177555B1 true EP3177555B1 (de) 2019-05-08

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Application Number Title Priority Date Filing Date
EP15742225.4A Active EP3177555B1 (de) 2014-08-07 2015-07-23 Aufzugssystem, bremssystem für ein aufzugssystem und verfahren zur steuerung einer bremsanlage eines aufzugssystems

Country Status (7)

Country Link
US (1) US10214381B2 (zh)
EP (1) EP3177555B1 (zh)
CN (1) CN106573751B (zh)
BR (1) BR112017002055B1 (zh)
ES (1) ES2727947T3 (zh)
PL (1) PL3177555T3 (zh)
WO (1) WO2016020204A1 (zh)

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US20170217726A1 (en) * 2014-08-07 2017-08-03 Otis Elevator Company Braking system for hoisted structure and method for braking
US10654683B2 (en) * 2015-07-01 2020-05-19 Otis Elevator Company Monitored braking blocks
US10501286B2 (en) * 2017-05-12 2019-12-10 Otis Elevator Company Simultaneous elevator car and counterweight safety actuation
AU2019234138A1 (en) * 2018-03-13 2020-11-12 Netanel VAISENBERG Linear generator
WO2019197703A1 (en) * 2018-04-09 2019-10-17 Kone Corporation Elevator with a rail brake arrangement
DE102018205633A1 (de) * 2018-04-13 2019-10-17 Thyssenkrupp Ag Aufzugsanlage
US11866295B2 (en) * 2018-08-20 2024-01-09 Otis Elevator Company Active braking for immediate stops
US11673769B2 (en) * 2018-08-21 2023-06-13 Otis Elevator Company Elevator monitoring using vibration sensors near the elevator machine

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FI111241B (fi) * 1999-09-23 2003-06-30 Kone Corp Menetelmä vetopyörähissin jarruttamiseksi, vetopyörähissi ja varavirtalähteen käyttö
CN101282899B (zh) * 2006-07-27 2011-05-11 三菱电机株式会社 电梯装置
JP4986541B2 (ja) * 2006-08-31 2012-07-25 東芝エレベータ株式会社 エレベータ制御装置
MY143851A (en) 2006-12-05 2011-07-15 Inventio Ag Braking device for holding and braking a lift cabin in a lift facility
WO2008090601A1 (ja) * 2007-01-23 2008-07-31 Mitsubishi Electric Corporation エレベータ装置
ES2424029T3 (es) * 2008-12-23 2013-09-26 Inventio Ag Instalación de elevador
FI20105033A (fi) * 2010-01-18 2011-07-19 Kone Corp Menetelmä hissikorin liikkeen valvomiseksi sekä hissijärjestelmä
NZ704904A (en) * 2010-12-17 2015-03-27 Inventio Ag Lift installation comprising car and counterweight
EP2670695B1 (en) * 2011-02-04 2022-09-07 Otis Elevator Company Stop sequencing for braking device
CN103407850B (zh) * 2013-07-31 2015-05-06 日立电梯（中国）有限公司 电梯智能制动控制方法与装置
CN107000978B (zh) * 2014-12-12 2019-07-05 因温特奥股份公司 用于调试电梯设备的方法和装置
US10442659B2 (en) * 2015-06-29 2019-10-15 Otis Elevator Company Electromagnetic brake system for elevator application
EP3290375B1 (en) * 2016-08-29 2019-06-26 KONE Corporation Elevator

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Also Published As

Publication number Publication date
CN106573751A (zh) 2017-04-19
BR112017002055B1 (pt) 2022-07-19
EP3177555A1 (de) 2017-06-14
WO2016020204A1 (de) 2016-02-11
PL3177555T3 (pl) 2019-11-29
US20170233219A1 (en) 2017-08-17
ES2727947T3 (es) 2019-10-21
BR112017002055A2 (pt) 2017-12-26
CN106573751B (zh) 2019-05-03
US10214381B2 (en) 2019-02-26

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