EP3351499B1 - Système d'ascenseur - Google Patents

Système d'ascenseur Download PDF

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Publication number
EP3351499B1
EP3351499B1 EP17152812.8A EP17152812A EP3351499B1 EP 3351499 B1 EP3351499 B1 EP 3351499B1 EP 17152812 A EP17152812 A EP 17152812A EP 3351499 B1 EP3351499 B1 EP 3351499B1
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EP
European Patent Office
Prior art keywords
brake
brakes
state
test operation
elevator system
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
EP17152812.8A
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German (de)
English (en)
Other versions
EP3351499A1 (fr
Inventor
Lutz Hentschel
Marvin DEHLMLOW
Uwe Schoenauer
Jens Kruse
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Otis Elevator Co
Original Assignee
Otis Elevator Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Otis Elevator Co filed Critical Otis Elevator Co
Priority to EP17152812.8A priority Critical patent/EP3351499B1/fr
Priority to CN201810070640.8A priority patent/CN108341309B/zh
Publication of EP3351499A1 publication Critical patent/EP3351499A1/fr
Application granted granted Critical
Publication of EP3351499B1 publication Critical patent/EP3351499B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0037—Performance analysers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • 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
    • B66B5/0087—Devices facilitating maintenance, repair or inspection tasks
    • 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
    • B66B5/0087—Devices facilitating maintenance, repair or inspection tasks
    • B66B5/0093—Testing of safety devices

Definitions

  • the invention relates to an elevator system, in particular to an elevator system comprising a plurality of brakes.
  • the invention further relates to testing the brakes of an elevator system.
  • An elevator system typically comprises at least one elevator car moving along a hoistway extending between a plurality of landings and a driving member which is configured for driving the elevator car.
  • an elevator system usually further comprises a plurality of brakes which are configured for braking the elevator car.
  • an elevator system comprises: An elevator car, which is movably arranged within a hoistway; a drive unit, which is configured for driving the elevator car; at least two brakes, which are respectively configured for braking the elevator car; and a control unit, which is configured for controlling the drive unit and the at least two brakes; an electrical connection device, which is switchable between a state of normal operation and a state of brake test operation.
  • the elevator system is configured such that, when the electrical connection device is switched into the state of brake test operation, at least one of the brakes is deactivated and a signal indicating the state of brake test operation is supplied to the control unit.
  • the control unit is configured to operate the elevator system in a brake test mode, if it detects the signal indicating the state of brake test operation.
  • US 2011/048863 A1 discloses a control arrangement for an elevator brake, comprising a control circuit adapted to generate, according to a demand for releasing a first braking member of the elevator brake, a first actuating signal and to generate, according to a demand for releasing a second braking member of the elevator brake, a second actuating signal; a first terminal for outputting the first actuating signal to a first electromagnetic actuating means of the elevator brake, a second terminal for outputting the second actuating signal to a second electromagnetic actuating means of the elevator brake; the control arrangement being adapted to allow at least the following modes of operation.
  • a normal operation mode in which the first and the second actuating signals are supplied synchronously to the first and second electromagnetic actuation means, respectively, and a single braking member test operation mode, in which one of the first and second actuating signals is supplied to the respective one of the first and second electromagnetic actuating means, and an actuating signal for permanently releasing the respective of the first and second braking members is supplied to the other one of the first and second electromagnetic actuating means
  • a method of testing an elevator system comprises the steps of switching the connection device from the state of normal operation to the state of brake test operation and operating the elevator system in the brake test mode.
  • the elevator system may be controlled by the same elevator control unit as in the mode of normal operation, i.e. the mode in which the elevator system is operated for conveying passengers.
  • the elevator control unit detects the signal indicating the state of brake test operation, operation of the elevator system in the mode of normal operation is prevented, so that no passengers may use the elevator system when it is operated in the brake test mode.
  • an elevator system comprises: An elevator car, which is movably arranged within a hoistway; a drive unit, which is configured for driving the elevator car; at least two brakes, which are respectively configured for braking the elevator car; and a control unit, which is configured for controlling the drive unit and the at least two brakes; a power supply line including at least two safety relays, which are serially connected to each other; and an electrical connection device, which is switchable between a state of normal operation and a state of brake test operation.
  • the elevator system is configured such that when the electrical connection device is switched into the state of brake test operation, at least one of the brakes is deactivated so that only the brakes, which are not deactivated, are engaged when one of the safety relays is opened, but all brakes including the at least one deactivated brake are engaged when the other one of the safety relays is opened.
  • a method of testing an elevator system comprises the steps of switching the electrical connection device from the state of normal operation to the state of brake test operation; and engaging the brakes, which are not deactivated, by opening one of the safety relays.
  • Exemplary embodiments of the invention allow to perform test procedures for checking the brakes of an elevator system, in particular to check whether the brakes allow to securely stop and/or hold the elevator car even in case one of the brakes fails, easily and conveniently.
  • Exemplary embodiments in particular avoid the need for mechanically blocking at least one of the brakes.
  • Figure 1 schematically depicts an elevator system 2 according to an exemplary embodiment of the invention.
  • the elevator system 2 includes an elevator car 6 which is movably arranged within a hoistway 4 extending between a plurality of landings 8.
  • the elevator car 6 in particular may move along a plurality of guiderails 14, extending along the vertical direction of the hoistway 4. Only one of said guiderails 14 is visible in Figure 1 .
  • Only one elevator car 6 is depicted in Figure 1 , the skilled person will understand that exemplary embodiments of the invention may comprise elevator systems 2 having a plurality of elevator cars 6 moving in one or more hoistways 4.
  • the elevator car 6 is movably suspended by means of a tension member 3.
  • the tension member 3 for example a rope or belt, is connected to a drive unit 5, which is configured for driving the tension member 3 in order to move the elevator car 6 along the height of the hoistway 4 between the plurality of landings 8, which are located on different floors.
  • the drive unit 5 in particular comprises a motor 70 and a sheave 72, which is mounted to an axle 80 driven by the motor 70.
  • the tension member 3 runs over the outer periphery of the sheave 72 so that the elevator car 6 may be moved by rotating the sheave 72.
  • Each landing 8 is provided with a landing door 11, and the elevator car 6 is provided with a corresponding elevator car door 12 for allowing passengers to transfer between a landing 8 and the interior of the elevator car 6 when the elevator car 6 is positioned at the respective landing 8.
  • the exemplary embodiment shown in Figure 1 uses a 1:1 roping for suspending the elevator car 6.
  • the skilled person easily understands that the type of the roping is not essential for the invention and that different kinds of roping, e.g. a 2:1 roping or a 4:1 roping may be used as well.
  • the elevator system 2 may use a counterweight (not shown) or not.
  • the elevator system 2 may have a machine room or may be a machine room-less elevator system.
  • the tension member 3 may be a rope, e.g. a steel core, or a belt.
  • the tension member 3 may be uncoated or may have a coating, e.g. in the form of a polymer jacket.
  • the tension member 3 may be a belt comprising a plurality polymer coated steel cords (not shown).
  • the drive unit 5 is controlled by an elevator control unit 30 for moving the elevator car 6 along the hoistway 4 between the different landings 8.
  • Input to the control unit 30 may be provided via landing control panels 7a, which are provided on each landing 8 close to the landing doors 11, and/or via an elevator car control panel 7b, which is provided inside the elevator car 6.
  • the landing control panels 7a and the elevator car control panel 7b may be connected to the elevator control unit 30 by means of electrical lines, which are not shown in Fig. 1 , in particular by an electric bus, or by means of wireless data connections.
  • the drive unit 5 is provided with a plurality of brakes 32, 36, 40, in particular three brakes 32, 36, 40.
  • the brakes 32, 36, 40 are configured to selectively engage with brake disks 74, 76, 78, which are mounted to the axle 80 of the motor 70 for braking, i.e. for stopping and/or holding, the elevator car 6.
  • the brakes 32, 36, 40 may be configured to engage directly with the tension member 3, the sheave 72 and/or with the axle 80 of the motor 70, respectively.
  • the brakes 32, 36, 40 in particular may be configured as holding brakes, which are engaged every time the elevator car 6 has been stopped at one of the landings 8.
  • Figure 2 depicts a schematic circuit diagram of an electrical circuit 20 which is configured for controlling and testing the brakes 32, 36, 40.
  • Figure 2 in particular illustrates a state of normal operation.
  • the electrical circuit 20 comprises an electrical power supply 22 supplying a DC voltage of e.g. 230 V.
  • An electrical power supply line 25 electrically connects the (three) brakes 32, 36, 40 of the elevator system 2 with the electrical power supply 22.
  • a first safety relay 24 and a second safety relay 26 are serially arranged within the electrical power supply line 25. As a result, the electrical power supply line 25 is interrupted if at least one of the first and second safety relays 24, 26 is opened.
  • the brakes 32, 36, 40 are configured to engage for braking the elevator car 6 when the electrical power supply line 25 is interrupted so that it does not supply any electrical voltage/current from the electrical power supply 22 to the brakes 32, 36, 40.
  • the brakes 32, 36, 40 are further configured to disengage (release) in order to allow the elevator car 6 to move in case both safety relays 24, 26 are closed so that electrical power supply line 25 supplies electrical voltage/current from the electrical power supply 22 to the brakes 32, 36, 40.
  • the safety relays 24, 26 are controlled by an overlaying safety chain 82. When the safety chain 82 is interrupted, the safety relays 24, 26 open interrupting the power supply line 25, which engages the brakes 32, 36, 40.
  • Free-wheeling diodes 50, 52, 54 and an electrical damping circuit 48 comprising a capacity and inductivities are provided in order to absorb electrical stress peaks which occur within the electrical power supply line 25 when the relays 24, 26 and/or the brakes 32, 36, 40 are engaged and/or disengaged.
  • the electrical circuit 20 further comprises five brake sensors (first to fifth brake sensors) 34, 38, 42, 44, 46.
  • a brake sensor 34, 38, 42 is associated with each of the brakes 32, 36, 40, respectively.
  • Each brake sensor 34, 38, 42 is configured for detecting the status ("engaged” or "disengaged") of the respective associated brake 32, 36, 40.
  • the brake sensors 34, 38, 42 in particular may be provided as mechanical switches, which are configured to be operated by the movement of a moving part, such as an armature or a brake shoe, of the associated brake 32, 36, 40.
  • a moving part such as an armature or a brake shoe
  • each brake sensor 34, 38, 42 provides an electrical detection signal indicating the current status of the respective associated brake 32, 36, 40.
  • the detection signals provided by the brake sensor 34, 38, 42 are delivered to the control unit 30. This allows the control unit 30 to monitor the operation of the brakes 32, 36, 40.
  • the fourth and fifth brake sensors 44, 46 are electrically connected with the control unit 30 but are not associated, i.e. mechanically connected, with a corresponding brake.
  • the fourth and fifth brake sensors 44, 46 e.g. may be associated with a corresponding brake in case the electrical circuit 20 is employed in a different type of elevator system 2 comprising more than three brakes 32, 36, 40.
  • FIG 3 depicts the electrical circuit 20 shown in Figure 2 in a state of brake test operation.
  • one brake 40 which in the following is called the "third brake” 40
  • the third brake 40 is electrically connected by means of a bypass line 55 with a position 29 of the electrical power supply line 25 which is located between the first and second safety relays 24, 26.
  • said third brake 40 is not engaged even if the second relay 26 is opened. Instead, only two brakes (the “first” and “second” brakes) 32, 36 of the three brakes 32, 36, 40 are engaged.
  • Activating and engaging only two brakes 32, 36 allows to check whether the engagement of only two of the three brakes 32, 36, 40 is sufficient for reliably stopping and/or holding the elevator car 6.
  • the electrical circuit 20 shown in Figures 2 and 3 allows to reliably stop the elevator car 6 in case of real emergency situation using all three brakes 32, 36, 40, as all three brakes 32, 36, 40 are engaged when the first safety relay 24 is opened, which interrupts the supply of electrical voltage/current to all three brakes 32, 36, 40. This enhances the safety of the elevator system 2.
  • the output line 47 of at least one of the brake sensors 34, 38, 42, 44, 46 is set to a predefined electrical potential V*, for example to an electrical potential V* of +24 V, representing a "forbidden state", i.e. a state which does not occur during normal operation of the elevator system 2.
  • the control unit 30 detects said "forbidden state" as a signal indicating the state of brake test operation, and switches the operation of the elevator system 2 to a brake test mode. Switching the elevator system 2 to the brake test mode prevents normal operation of the elevator system 2 when at least one of the brakes 32, 36, 40 is deactivated.
  • the control unit 30 of the elevator system 2 does not allow the transportation of passengers. Rather, only restricted operation, e.g. operation which is controlled by a key or password, for testing the activated brakes 32, 36 is allowed by the control unit 30.
  • the control unit 30 in particular opens the second relay 26 via a signal line 84, but it does not open the first relay 24. The first relay is opened by the safety chain 82 only in a real emergency situation in order to engage all brakes 32, 36, 40.
  • the output signal of a fifth brake sensor 46 which is not associated with one of the brakes 32, 36, 40 is used for indicating the state of brake test operation.
  • the output signal of any of the brake sensors 34, 38, 42, 44, 46 may be used for indicating the state of brake test operation if the control unit 30 is configured accordingly.
  • any signal, which is input into the control unit 30, may be set to a "forbidden state" in order to indicate the state of brake test operation.
  • Figures 4a and 4b schematically illustrate the operation of the brake sensors 34, 38, 42, 44, 46 in the state of normal operation ( Figure 4a ) and in the state of brake test operation ( Figure 4b ), respectively.
  • the fourth and fifth brake sensors 44, 46 are not associated with one of the brakes 32, 36, 40. Thus, they are not used in normal operation and therefore remain in a constant, e.g. open, state.
  • the output line 47 of the fifth brake sensors 46 is set ("pinned") to a predefined electrical potential V* representing a "forbidden state” indicating the state of brake test operation.
  • Figures 5 and 6 schematically illustrate the switching between the state of normal operation and the state of brake test operation by means of an electrical connection device 68 which is provided by a combination of a plug 64 and two sockets 56, 58.
  • Two sockets 56, 58 are provided on a printed circuit board 62, which is depicted only schematically in Figures 5 and 6 .
  • One of the two sockets 56, 58 is configured as a normal operation socket 56 and the other one of the two sockets 56, 58 is configured as brake test operation socket 58.
  • Switching between the state of normal operation and the state of brake test operation is performed by selectively plugging the plug 64 into one of the two sockets 56, 58.
  • the three brakes 32, 36, 40 are shown on the right side of Figures 5 and 6 .
  • the five brake sensors 32, 38, 42, 44, 46, shown in Figure 3 only the first brake sensor 34, which is associated with the first brake 32, and the fifth brake sensor 46, which is not associated with any of the brakes 32, 36, 40, are shown in Figures 5 and 6 .
  • the plug 64 also comprises an electrical bridge 60, which connects the output line 47 of the fifth brake sensor 46 with ground potential, when the plug 64 is plugged into the normal operation socket 56.
  • the signal of the first brake sensor 34, as well as the signals of the second and third brake sensors 38, 42, which are not shown in Figures 5 and 6 , are delivered via the plug 64 to the control unit 30.
  • the plug 64 is plugged into the brake test operation socket 58 for switching to the state of brake test operation (see Figure 6 )
  • only the first and second brakes 32, 36 are electrically connected with the output side 27 of the second relay 26.
  • the third brake 40 is electrically connected to the position 29 of the electrical power supply line 25 located between the first and second safety relays 26, 28 (cf. Figure 3 ). As a result, the third brake 40 is not engaged when the second safety relay 26 opens.
  • the electrical bridge 60 of the plug 64 connects the output line 47 of the fifth brake sensor 46 to the predefined electrical potential V* representing a "forbidden state" which causes the control unit 30 to detect the state of brake test operation, as it has been described before.
  • a selection device 66 which may be provided in the form of an electrical connector, is provided between the sockets 56, 58 and the brakes 32, 36, 40.
  • the selection device 66 allows to select the brake 32, 36, 40 which is to be deactivated. This allows to consecutively deactivate any of the brakes 32, 36, 40 in order to check whether every possible combination of two brakes out of the three brakes 32, 36, 40 provides the necessary braking capacity for braking the elevator car 6.
  • the exemplary embodiment shown in the figures comprises three brakes 32, 36, 40 and five brake sensors 32, 38, 42, 44, 46, the skilled person will understand that the invention may be employed correspondingly in elevator systems 2 comprising different numbers of brakes and brake sensors, respectively.
  • a number of optional features are set out in the following. These features may be realized in particular embodiments, alone or in combination with any of the other features.
  • the elevator system comprises a power supply line with at least two serially connected safety relays, wherein, in the state of brake test operation, the deactivated brake is not engaged when one of the relays is opened, but all brakes including the deactivated brake are engaged when another one of the safety relays is opened.
  • the elevator system comprises a plurality of brake sensors wherein at least one brake sensor is associated with each of the brakes, respectively.
  • the brake sensors are configured for detecting the actual status of the respective associated brake and providing corresponding output signals.
  • the control unit is configured for receiving the output signals from the brake sensors indicating the status of the respective associated brake.
  • the signal indicating the state of brake test operation may be an output signal of at least one of the brake sensors, which in particular is set to a "forbidden state", i.e. a state which does not occur in normal operation.
  • Brake sensors allow to conveniently monitor the proper operation of the brakes. Using an output signal of at least one of the brake sensors provides a convenient way for indicating the state of brake test operation which in particular does not require considerable and expensive modifications of the control unit.
  • At least one of the brake sensors may be a mechanical switch which is operated by the movement of an armature and/or a brake shoe of an associated brake.
  • a mechanical switch provides an inexpensive and reliable brake sensor.
  • different types of brake sensors such as optical, inductive or capacitive types of brake sensors, may be employed as well.
  • connection device may include a normal operation socket corresponding to the state of normal operation, a brake test operation socket corresponding to the state of brake test operation, and a plug which is selectively pluggable into the normal operation socket and into the brake test operation socket for switching between the state of normal operation and the state of brake test operation.
  • a normal operation socket corresponding to the state of normal operation
  • a brake test operation socket corresponding to the state of brake test operation
  • a plug which is selectively pluggable into the normal operation socket and into the brake test operation socket for switching between the state of normal operation and the state of brake test operation.
  • the elevator system may further comprise a selection device which is configured for selecting at least one brake, which is to be deactivated, from the plurality of brakes. This allows to selectively deactivate each of the brakes for testing all possible combinations of non-deactivated brakes.
  • the elevator system may comprise more brake sensors than brakes.
  • the elevator system in particular may comprise at least one brake sensor which is not associated with any of the brakes.
  • Such a configuration allows to use on output signal of one of the additional brake sensors, which is not associated with any of the brakes, for indicating the state of brake test operation.
  • the elevator system may comprise at least three brakes, wherein the electrical connection device is configured to deactivate one of the brakes in the state of brake test operation.
  • the elevator system further may comprise at least five brake sensors.
  • operating the elevator system in the brake test mode may include braking the elevator car with at least one non-deactivated brake. This allows to check whether the elevator car is reliably stopped and held by the remaining brakes in case one of the plurality of brakes fails.
  • the method may include opening one of said at least two safety relays for engaging the at least one non-deactivated brake.
  • the method may further include activating all brakes by opening another one of said at least two safety relays.
  • the method may include consecutively deactivating each of the brakes and operating the elevator system in the brake test mode.
  • the brake test mode in particular may include engaging at least one non-deactivated brake in order to check all possible combinations of non-deactivated brakes.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)
  • Elevator Control (AREA)

Claims (15)

  1. Système d'ascenseur (2) comprenant :
    une cabine d'ascenseur (6), qui est disposée de manière mobile à l'intérieur d'une cage d'ascenseur (4) ;
    une unité d'entraînement (5), qui est configurée pour entraîner la cabine d'ascenseur (6) ;
    au moins deux freins (32, 36, 40), qui sont respectivement configurés pour freiner la cabine d'ascenseur (6) ;
    une unité de commande (30), qui est configurée pour commander l'unité d'entraînement (5) et les au moins deux freins (32, 36, 40) ; et
    un dispositif de connexion électrique (68), qui est commutable entre un état de fonctionnement normal et un état de fonctionnement d'essai de freins ;
    dans lequel le système d'ascenseur (2) est configuré de sorte que, lorsque le dispositif de connexion électrique (68) est commuté dans l'état de fonctionnement d'essai de freins, au moins l'un des freins (32, 36, 40) est désactivé et un signal indiquant l'état de fonctionnement d'essai de freins est fourni à l'unité de commande (30) ; et
    dans lequel l'unité de commande (30) est configurée pour faire fonctionner le système d'ascenseur (2) dans un mode d'essai de freins, si elle détecte le signal indiquant l'état de fonctionnement d'essai de freins ;
    caractérisé en ce que le système d'ascenseur (2) comprend en outre une pluralité de capteurs de frein (34, 38, 42, 44, 46), dans lequel au moins un capteur de frein (34, 38, 42) est associé à chacun des freins (32, 36, 40), respectivement, et configuré pour détecter l'état réel du frein associé (32, 36, 40) ; et en ce que
    l'unité de commande (30) est configurée pour recevoir des signaux provenant des capteurs de frein (34, 38, 42, 44, 46) indiquant l'état du frein associé respectif (32, 36, 40), dans lequel le signal indiquant l'état de fonctionnement d'essai de freins est un signal de sortie d'au moins l'un des capteurs de frein (34, 38, 42, 44, 46).
  2. Système d'ascenseur (2) selon la revendication 1, comprenant en outre une ligne d'alimentation électrique (25) comportant au moins deux relais de sécurité (24, 26), qui sont reliés entre eux en série, dans lequel, dans l'état de fonctionnement d'essai de freins, seuls les freins (32, 36), qui ne sont pas désactivés, sont engagés lorsque l'un des relais de sécurité (24, 26) est ouvert, mais tous les freins (32, 36, 40) comportant l'au moins un frein désactivé (40) sont engagés lorsqu'un autre des relais des sécurité (24, 26) est ouvert.
  3. Système d'ascenseur (2) comprenant :
    une cabine d'ascenseur (6), qui est disposée de manière mobile à l'intérieur d'une cage d'ascenseur (4) ;
    une unité d'entraînement (5), qui est configurée pour entraîner la cabine d'ascenseur (6) ;
    au moins deux freins (32, 36, 40), qui sont respectivement configurés pour freiner la cabine d'ascenseur (6) ;
    une unité de commande (30), qui est configurée pour commander l'unité d'entraînement (5), qui commande les au moins deux freins (32, 36, 40) ; et
    un dispositif de connexion électrique (68), qui est commutable entre un état de fonctionnement normal et un état de fonctionnement d'essai de freins ;
    caractérisé en ce que le système d'ascenseur (2) comprend en outre une ligne d'alimentation électrique (25) comportant au moins deux relais de sécurité (24, 26), qui sont reliés entre eux en série ; et en ce que
    le système d'ascenseur (2) est configuré de sorte que lorsque le dispositif de connexion électrique (68) est commuté dans l'état de fonctionnement d'essai de freins, au moins l'un des freins (32, 36, 40) est désactivé de sorte que seuls les freins (32, 36), qui ne sont pas désactivés, sont engagés lorsque l'un des relais de sécurité (24, 26) est ouvert, mais tous les freins (32, 26, 40) comportant l'au moins un frein désactivé (40) sont engagés lorsque l'autre des relais de sécurité (24, 26) est ouvert.
  4. Système d'ascenseur (2) selon la revendication 3, comprenant en outre une pluralité de capteurs de frein (34, 38, 42, 44, 46),
    dans lequel au moins un capteur de frein (34, 38, 42) est associé à chacun des freins (32, 36, 40), respectivement, et configuré pour détecter l'état réel du frein associé (32, 36, 40),
    dans lequel l'unité de commande (30) est configurée pour recevoir des signaux provenant des capteurs de frein (34, 38, 42, 44, 46) indiquant l'état du frein associé respectif (32, 36, 40) ; et
    dans lequel le signal indiquant l'état de fonctionnement d'essai de freins est un signal de sortie d'au moins l'un des capteurs de frein (34, 38, 42, 44, 46).
  5. Système d'ascenseur (2) selon l'une quelconque des revendications précédentes, dans lequel au moins l'un des capteurs de frein (34, 38, 42, 44, 46) est un commutateur mécanique, en particulier un commutateur mécanique qui est actionné par le mouvement d'une partie mobile d'un frein associé (32, 36, 40).
  6. Système d'ascenseur (2) selon l'une quelconque des revendications précédentes, dans lequel le dispositif de connexion électrique (68) comporte une prise de fonctionnement normal (56) correspondant à l'état de fonctionnement normal, une prise de fonctionnement d'essai de freins (58) correspondant à l'état de fonctionnement d'essai de freins, et une fiche (64) qui est enfichable sélectivement dans la prise de fonctionnement normal (56) et dans la prise fonctionnement d'essai de freins (58) pour commuter entre l'état de fonctionnement normal et l'état de fonctionnement d'essai de freins.
  7. Système d'ascenseur (2) selon l'une quelconque des revendications prévédentes comprenant un dispositif de sélection (66) qui est configuré pour permettre la sélection de l'au moins un frein (40), qui est destiné à être désactuvé, parmi la pluralité de freins (32, 36, 40).
  8. Système d'ascenseur (2) selon l'une quelconque des revendications précédentes comprenant plus de capteurs de frein (34, 38, 42, 44, 46) que de freins (32, 36, 40), dans lequel les capteurs de frein (34, 38, 42, 44, 46) comprennent en particulier au moins un capteur de frein (34, 38, 42, 44, 46) qui n'est associé à aucun des freins (32, 36, 40).
  9. Système d'ascenseur (2) selon l'une quelconque des revendications précédentes comprenant au moins trois freins (32, 36, 40) et/ou comprenant au moins cinq capteurs de frein (34, 38, 42, 44, 46).
  10. Procédé d'essai d'un système d'ascenseur (2) comprenant :
    une cabine d'ascenseur (6), qui est disposée de manière mobile à l'intérieur d'une cage d'ascenseur (4) ;
    une unité d'entraînement (5), qui est configurée pour entraîner la cabine d'ascenseur (6) ;
    au moins deux freins (32, 36, 40), qui sont respectivement configurés pour freiner la cabine d'ascenseur (6) ;
    une pluralité de capteurs de frein (34, 38, 42, 44, 46), dans lequel au moins un capteur de frein (34, 38, 42) est associé à chacun des freins (32, 36, 40), respectivement, et configuré pour détecter l'état réel du frein associé (32, 36, 40) ;
    une unité de commande (30), qui est configurée pour commander l'unité d'entraînement (5) et les au moins deux freins (32, 36, 40) ; dans lequel l'unité de commande (30) est en outre configurée pour recevoir des signaux provenant des capteurs de frein (34, 38, 42, 44, 46) indiquant l'état du frein associé respectif (32, 36, 40), caractérisé en ce que le signal indiquant l'état de fonctionnement d'essai de freins est un signal de sortie d'au moins l'un des capteurs de frein (34, 38, 42, 44, 46) ; et
    un dispositif de connexion électrique (68), qui est commutable entre un état de fonctionnement normal et un état de fonctionnement d'essai de freins ;
    dans lequel le procédé comporte :
    la commutation du dispositif de connexion électrique (68) de l'état de fonctionnement normal à l'état de fonctionnement d'essai de freins ;
    dans lequel, lorsque le dispositif de connexion électrique (68) est dans l'état de fonctionnement d'essai de freins, au moins l'un des freins (32, 36, 40) est désactivé et un signal indiquant l'état de fonctionnement d'essai de freins est fourni à l'unité d'entraînement (5) ; et
    dans lequel l'unité d'entraînement (5) est configurée pour faire fonctionner le système d'ascenseur (2) dans un mode d'essai de freins si elle détecte le signal indiquant l'état de fonctionnement d'essai de freins ;
  11. Procédé selon la revendication 10, dans lequel le système d'ascenseur (2) comprend une ligne d'alimentation électrique (25) comportant au moins deux relais de sécurité (24, 26), qui sont reliés entre eux en série,
    dans lequel, dans l'état de fonctionnement d'essai de freins, seuls les freins (32, 36), qui ne sont pas désactivés, sont engagés lorsque l'un des relais de sécurité (24, 26) est ouvert, mais tous les freins (32, 36, 40) comportant l'au moins un frein désactivé (40) sont engagés lorsqu'un autre des relais de sécurité (24, 26) est ouvert ; et
    dans lequel le procédé comporte l'engagement des freins (32, 36) qui ne sont pas désactivés, en ouvrant l'un des relais de sécurité (24, 26).
  12. Procédé d'essai d'un système d'ascenseur (2) comprenant :
    une cabine d'ascenseur (6), qui est disposée de manière mobile à l'intérieur d'une cage d'ascenseur (4) ;
    une unité d'entraînement (5), qui est configurée pour entraîner la cabine d'ascenseur (6) ;
    au moins deux freins (32, 36, 40), qui sont respectivement configurés pour freiner la cabine d'ascenseur (6) ;
    une unité de commande (30), qui est configurée pour commander l'unité d'entraînement (5) et les au moins deux freins (32, 36, 40) ;
    un dispositif de connexion électrique (68), qui est commutable entre un état de fonctionnement normal et un état de fonctionnement d'essai de freins dans lequel au moins l'un des freins (32, 36, 40) est désactivé ; et
    une ligne d'alimentation électrique (25) comportant au moins deux relais de sécurité (24, 26), qui sont reliés entre eux en série, dans lequel, dans l'état de fonctionnement d'essai de freins, seuls les freins (32, 36), qui ne sont pas désactivés, sont engagés lorsque l'un des relais de sécurité (24, 26) est ouvert, mais tous les freins (32, 36, 40) comportant l'au moins un frein désactivé (40) sont engagés lorsqu'un autre des relais de sécurité (24, 26) est ouvert ; et
    dans lequel le procédé comporte :
    la commutation du dispositif de connexion électrique (68) de l'état de fonctionnement normal à l'état de fonctionnement d'essai de freins ; et
    l'engagement des freins (32, 36), qui ne sont pas désactivés, en ouvrant l'un des relais de sécurité (24, 26).
  13. Procédé selon la revendication 12,
    dans lequel le système d'ascenseur (2) comprend une pluralité de capteurs de frein (34, 38, 42, 44, 46), dans lequel au moins un capteur de frein (34, 38, 42) est associé à chacun des freins (32, 36, 40), respectivement, et configuré pour détecter l'état réel du frein associé (32, 36, 40),
    dans lequel l'unité de commande (30) est configurée pour recevoir des signaux provenant des capteurs de frein (34, 38, 42, 44, 46) indiquant l'état du frein associé respectif (32, 36, 40) et ;
    dans lequel le signal indiquant l'état de fonctionnement d'essai de freins est un signal de sortie d'au moins l'un des capteurs de frein (34, 38, 42, 44, 46).
  14. Procédé selon l'une quelconque des revendications 11 à 13, dans lequel le procédé comporte l'engagement de tous les freins (32, 36, 40) en ouvrant un autre des relais de sécurité (24, 26) .
  15. Procédé selon l'une quelconque des revendications 10 à 14, dans lequel le procédé comporte la désactivation consécutive de chacun des freins (32, 36, 40) et le fonctionnement du système d'ascenseur (2) dans le mode d'essai de freins, qui comporte l'engagement d'au moins un frein (32, 36) qui n'est pas désactivé.
EP17152812.8A 2017-01-24 2017-01-24 Système d'ascenseur Active EP3351499B1 (fr)

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CN201810070640.8A CN108341309B (zh) 2017-01-24 2018-01-24 电梯系统

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US20210101777A1 (en) * 2019-10-03 2021-04-08 Otis Elevator Company Elevator brake control
CN112744735B (zh) * 2019-10-30 2024-02-06 奥的斯电梯公司 用于电梯系统的制动装置及其检测方法
EP3825706B1 (fr) * 2019-11-25 2023-09-27 Otis Elevator Company Noeud electronique de test pour inspection automatique d'une chaine de securite
CN115402895A (zh) * 2021-05-28 2022-11-29 奥的斯电梯公司 抱闸监控电路系统、电梯系统以及抱闸监控方法

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ES2538109T3 (es) * 2008-06-03 2015-06-17 Otis Elevator Company Freno de elevador
FR3002766B1 (fr) * 2013-03-01 2015-04-10 Leroy Somer Moteurs Systeme de controle de freins pour ascenseur
EP3277612B1 (fr) * 2015-04-01 2020-09-30 KONE Corporation Appareil de commande de frein et procédé de commande de frein d'ascenseur
CN205527115U (zh) * 2016-01-18 2016-08-31 西继迅达（许昌）电梯有限公司 一种单边制动器测试控制板

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CN108341309A (zh) 2018-07-31
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