EP4069618A1 - Bremse, schaltungsanordnung und verfahren zum ansteuern einer bremse - Google Patents
Bremse, schaltungsanordnung und verfahren zum ansteuern einer bremseInfo
- Publication number
- EP4069618A1 EP4069618A1 EP20808381.6A EP20808381A EP4069618A1 EP 4069618 A1 EP4069618 A1 EP 4069618A1 EP 20808381 A EP20808381 A EP 20808381A EP 4069618 A1 EP4069618 A1 EP 4069618A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- brake
- car
- control
- line section
- cabin
- 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.)
- Pending
Links
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- 230000003213 activating effect Effects 0.000 title description 2
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- 230000001105 regulatory effect Effects 0.000 claims description 26
- 230000001133 acceleration Effects 0.000 claims description 22
- 230000001276 controlling effect Effects 0.000 claims description 19
- 230000000694 effects Effects 0.000 claims description 15
- 238000013461 design Methods 0.000 claims description 12
- 230000007717 exclusion Effects 0.000 claims description 9
- 239000012530 fluid Substances 0.000 claims description 5
- 239000003990 capacitor Substances 0.000 claims 1
- 238000004146 energy storage Methods 0.000 claims 1
- 230000004913 activation Effects 0.000 abstract 1
- 230000008569 process Effects 0.000 description 18
- 239000000725 suspension Substances 0.000 description 9
- 230000001960 triggered effect Effects 0.000 description 8
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- 238000012544 monitoring process Methods 0.000 description 5
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- 239000000969 carrier Substances 0.000 description 1
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- 229910052500 inorganic mineral Inorganic materials 0.000 description 1
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- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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
- 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
Definitions
- the present invention relates to a brake, a circuit arrangement and a method for controlling brakes, preferably for passenger elevators.
- an elevator car which is arranged in an elevator shaft and which is connected to a counterweight via a suspension element is moved vertically.
- the counterweight is usually dimensioned in such a way that it corresponds to the mass of the half-loaded elevator car.
- the vertical movement of the elevator car and the counterweight is realized in that the support means wraps around a traction sheave, which is usually located at the upper end of the elevator shaft and is connected to a drive motor, and is in frictional engagement with it.
- Such elevator systems also known as traction sheave elevators, are usually equipped with two independent brake systems:
- a first braking system that acts directly on the traction sheave serves as a service and emergency brake.
- this first brake system works as a pure holding brake and holds the stationary elevator car in the area of one floor.
- this first brake system works as an emergency brake and must safely bring the moving elevator car to a standstill and hold it regardless of the load.
- EP0997660B1 for example, is known from the prior art, which describes a partially-lined spring-pressure brake for attacking a rotating disk, which can form the first brake system described.
- At least two of these partially-lined spring-pressure brakes are used in an elevator, which jointly act on a brake disk connected to the traction sheave.
- a second brake system which is also referred to as a safety gear and which is arranged directly on the elevator car, brakes and holds the elevator car when a predetermined speed is exceeded, for example if the suspension element breaks, the guide rail serving as a braking surface.
- EP1849734B1 is known from the prior art, which describes, among other things, such a safety gear.
- the safety device described is triggered mechanically by a so-called regulator rope and then safely brings the elevator car to a standstill.
- the permissible values are between 0.2 x g and 1.0 x g, whereby the maximum permissible values in particular are usually significantly exceeded in practice.
- brake concepts were developed that are completely attached to the elevator car and the existing guide rails use it as a braking surface.
- the traction sheave itself can be dispensed with, for example when the elevator car is driven by a linear motor.
- the cabin brake of DE102012109969A1 is modularly constructed from several piston-cylinder systems, the braking effect being achieved by spring elements and the opening of the brake taking place via pressure medium that move the piston against the force of the spring elements.
- the object of the present invention is therefore to create a brake, a circuit arrangement and a method for controlling an elevator brake that is operated by an external energy source and is attached to the car, in particular for controlling emergency braking processes.
- the specified acceleration values must be adhered to in the event of an emergency braking, with or without prior determination of the cabin load and regardless of the friction conditions between the guide rail and the brake linings.
- it must be ensured that there is always sufficient braking force available on the cabin so that it is safely brought to a standstill and held, which is primarily true for vertical movements, but can also be used for horizontal movements.
- brake actuators are controlled via fast-switching valves for controlling pressure media or via power supply modules for controlling corresponding electrical currents in such a way that they achieve a rapid reduction the braking forces.
- This reduction of the braking forces can take place in a cascade fashion in any number of switching stages.
- brake actuators can be pistons or solenoids actuated by pressure medium for electrical control.
- an acceleration measurement can be a direct measurement of the acceleration by one or more sensors or a measurement of other variables from which an acceleration value is determined.
- the term acceleration measurement is used in the further course of this application.
- three design measures are proposed to ensure that when the control is used in the event of an emergency braking of the elevator, the limit values for the car deceleration are observed, that the force generated by pressure medium during the control process does not exceed a defined value and that there is sufficient braking force to decelerate and hold the car in every operating phase:
- two or more single-stage pistons which are simply designed and preferably arranged next to one another in the direction of travel of the cabin, can be used, for example in combination with a system pressure.
- the desired deceleration of the cabin can be achieved with a pressure reducing valve and thus two system pressures in combination with stepped or single-step pistons.
- the desired deceleration of the cabin can be implemented using two different electrical voltages or, for example, different system powers generated by pulse width modulation in combination with working magnets with only one or two coils each.
- FIG. 1 Schematic representation of a passenger elevator according to the prior art.
- Fig. 2 Schematic representation of a passenger elevator with a car brake, which is controlled via the circuit arrangement according to the invention.
- FIG 3 shows a first preferred embodiment of a pressure-medium-operated cabin brake in a detail A as a longitudinal section with a further section B-B of the cabin brake, which is controlled via the circuit arrangement according to the invention.
- FIG. 4 shows a second preferred embodiment of the pressure-medium-operated cabin brake in a detail B as a longitudinal section with a further section CC of the cabin brake which is controlled via the circuit arrangement according to the invention.
- Fig. 5 shows a first inventive
- Fig. 6 shows a second inventive
- Valve arrangement with the cab brake to be controlled with several single-stage control pistons and a pressure accumulator.
- Valve arrangement with the cab brake to be controlled with several single-stage control pistons and two pressure accumulators.
- FIG 8 shows a first preferred embodiment of an electrically operated car brake in a detail C as a longitudinal section with a further section D-D of the car brake which is controlled via the circuit arrangement according to the invention.
- FIG. 9 shows a second preferred embodiment of the electrically operated car brake in a detail D as a longitudinal section with a further section E-E of the car brake which is controlled via the circuit arrangement according to the invention.
- 11 shows a second electrical device according to the invention
- Fig. 1 the basic structure of a passenger elevator in traction sheave design according to the prior art with a cable ratio of 1: 1 is shown.
- a car (2) and a counterweight (3) are arranged in an elevator shaft (1) and are connected to one another via a suspension element (4).
- the suspension element (4) which can be designed as a group of ropes or as a belt, is deflected by a traction sheave (5) and is in frictional engagement with it.
- the state-of-the-art passenger elevator has two independent brake systems:
- a first brake system (7) which acts directly on the brake disk (6) connected to the traction sheave (5) and which in the example is formed by two brake calipers for reasons of redundancy.
- the first brake system (7) serves as a service and emergency brake.
- the first brake system (7) works as a pure holding brake and holds the stationary car (2) in position in the area of one floor.
- this first brake system (7) works as an emergency brake and must safely bring the moving car (2) to a standstill and hold it regardless of its load status.
- a second brake system (8) which is also referred to as a safety gear and which is arranged directly on the car (2), brakes and holds the car (2) when a predetermined speed is exceeded, the guide rail (9) serving as a braking surface.
- Fig. 2 shows an improved structure of a passenger elevator which combines both of the aforementioned brake systems in a car brake (10).
- the car brake (10) is attached directly to the car (2) and uses the guide rail (9) as a braking surface.
- the cabin (2) and the counterweight (3) are also connected here via a suspension element (4) which is guided via a traction sheave (5).
- the vertical movement of the car (2) can be implemented using a linear motor (not shown), variants with or without a counterweight (3) being possible.
- FIG. 3 shows a detail A from FIG. 2, which shows a longitudinal section through a first preferred embodiment of a pressure-medium-operated cabin brake (10) according to the invention.
- the car brake (10) shown in simplified form is designed as a brake caliper in floating caliper construction, as is also illustrated in section BB.
- the area of the brake housing (11) facing the cabin (2) is fitted directly with a continuous brake lining (14) on its surface facing the guide rail (9).
- the car brake (10) is designed to be operated by pressure medium to achieve a high power density and is divided into two functional areas:
- This first area consists of one or more brake cylinders (17) arranged next to one another in the direction of travel (M) of the cabin with brake pistons (16) accommodated therein, which are movably mounted transversely to the direction of travel (M) towards the guide rail (9).
- a pressure medium can be applied to the brake cylinders (17) via a brake pressure connection (18), as a result of which the brake pistons (16) press the lining carrier (15) with the friction lining (14) against the guide rail (9) and thus the cabin (2) in Brake the direction of travel (M).
- the service brake described is usually only used in normal ferry operation of the elevator and serves as a holding brake for the car (2) located in the area of a floor when the passengers get on and off.
- the service brake can also be designed in a manner that enables it to be used as an emergency brake.
- the cylinder space (17) is equipped with spring elements that cause the brake to close, and a pressure medium is applied to the space of the return springs, which opens the brake.
- an emergency braking function can be implemented in the event of a power failure, for example.
- This second area consists of one or more stepped cylinders (21s) arranged next to one another in the direction of travel (M) of the cabin, which function equally as control cylinder (21) and release cylinder (21a), with stepped pistons (20s) accommodated therein, which analogously act as control pistons (20 ) and the lifting piston (20a) act, and which are movably mounted transversely to the direction of travel (M) to the guide rail (9).
- This second area of the car brake (10), which serves as an emergency brake, can theoretically also be used as a normal service brake for holding the car (2) in the area of a floor.
- FIG. 4 a detail B of the pressure medium-actuated car brake (10) is shown as a longitudinal section, which shows an alternative preferred embodiment to FIG. 3.
- the car brake (10) shown is also designed as a brake caliper in floating caliper design, as is also illustrated in section C-C.
- the area of the brake housing (11) facing the cabin (2) is here fitted directly with a segmented brake lining (14) on its surface facing the guide rail (9).
- lining carriers (15) which are equipped with brake linings (14) and which are in operative connection with the brake piston (16), release piston (20a) and control piston (20), each brake piston (16), each release piston (20a) and each control piston (20) being assigned a lining carrier (15) and the lining carrier (15) with the brake linings (14) movable transversely to the direction of travel (M) and with the guide rail ( 9) can be brought into frictional engagement.
- the car brake (10) is divided into two functional areas:
- This first area consists of one or more brake cylinders (17) arranged next to one another in the direction of travel (M) of the cabin with brake pistons (16) accommodated therein, which are movably mounted transversely to the direction of travel (M) towards the guide rail (9).
- a pressure medium can be applied to the brake cylinders (17) via a brake pressure connection (18), as a result of which the brake pistons (16) press the lining carrier (15) with the friction lining (14) against the guide rail (9) and thus the cabin (2) in Brake the direction of travel (M).
- the service brake described is usually only used in normal ferry operation of the elevator and serves as a holding brake for the car (2) located in the area of a floor when the passengers get on and off.
- the service brake can also be designed in a manner that enables it to be used as an emergency brake.
- the cylinder space (17) is equipped with spring elements that cause the brake to close, and a pressure medium is applied to the space of the return springs, which opens the brake.
- an emergency braking function can be implemented in the event of a power failure, for example.
- This second area consists of one or more control cylinders (21) arranged next to one another in the direction of travel (M) of the cabin with control pistons (20) housed therein, only one of which is shown as an example, and at least one adjacent air cylinder (21a) with air piston housed therein ( 20a).
- Control piston (20) and lifting piston (20a) are movably mounted transversely to the direction of travel (M) towards the guide rail (9).
- Control cylinder (21) and control piston (20) together form a control piston space (26) with a control piston surface (27).
- a pressure medium that has the full system pressure By applying a pressure medium that has the full system pressure to a control piston chamber (26), a force against the force of the brake springs (30) builds up on the control piston surface (27), which force is greater than this and thus opens this part of the brake .
- a pressure medium that has the full system pressure By applying a pressure medium that has the full system pressure to only part of the control piston chambers (26) or by applying a pressure medium that has a reduced pressure to at least part of the control piston chambers (26), the braking force can be regulated during emergency braking.
- This second area of the car brake (10), which serves as an emergency brake, can theoretically also be used as a normal service brake for holding the car (2) in the area of a floor.
- each stepped cylinder (21s) having the function of a release cylinder (21a) and that of a regulating cylinder (21). takes over and each stepped piston (20s) covers the function of a release piston (20a) and that of a control piston (20).
- the elevator has two guide rails (9), each of which is assigned a car brake (10), each with two illustrated stepped cylinders (21s) with stepped pistons (20s). It goes without saying that each car brake (10) can also have a larger number of stepped cylinders (21s) and stepped pistons (20s).
- piston chambers of the brake shown on the left and right with the same effect are controlled by a common line section (L2, L3, L4, Ln).
- the number of car brakes (10) can advantageously be reduced or increased accordingly.
- a lifting piston space (22) with a lifting piston surface (23) and a separate and separately controllable regulating piston chamber (26) with a regulating piston surface (27) are formed between the stepped cylinder (21s) and stepped piston (20s).
- the structure of the valve arrangement is described in the flow direction of a pressure medium starting from the pressure supply (P) via pressure accumulators and valves to the cabin brake (10) and from there back to the return (R).
- the line sections (L1 to L6, Ln) are lines for transporting the printing medium.
- the pressure supply (P) supplies the pressure medium, preferably a hydraulic fluid based on mineral or synthetic oils or water-based, from where it is conveyed via a check valve (R1) into a line section (L1) from which one or more pressure accumulators ( D1), whereby a reliable pressure supply can be built up as a result.
- a check valve (R1) into a line section (L1) from which one or more pressure accumulators ( D1), whereby a reliable pressure supply can be built up as a result.
- two similar and similarly controlled return valves can be combined in one valve block.
- the switching states of the return valves (V3, V4) can be recorded via a switching monitor (SH). Redundancy of the return valves (V3, V4) is necessary so that if one of the valves fails, there is still a safe return flow of the pressure medium to the return (R) and therefore safe braking is possible.
- An alternative to redundancy can be a safe valve with fault exclusion.
- line section (L2) is connected to the air piston chambers (22) via air pressure connections (24) and is in connection with one connection of each of the cascade control valves (V5, V6).
- the cascade control valves can be designed as fast-switching seat valves or slide valves, they can be actuated by electromagnets or other electrically controlled actuators and preferably only the two switching states “open” and “closed” are provided.
- the switching times of the fast-switching cascade control valves (V5, V6) for full switching between the two switching positions (S1, S2) are less than about 20 milliseconds, preferably less than 10 milliseconds.
- the cascade control valves (V5, V6) are designed to have the same effect and each cascade control valve (V5, V6) controls its own piston chamber or group of piston chambers.
- V5 Another connection of the first cascade control valve (V5), which in a preferred embodiment has a switching monitor (SH), is connected via a line section (L3) and a control pressure connection (28) to the control piston chamber (26) shown in FIG. 5 arrangement of stepped cylinder (21s) and stepped piston (20s) shown below.
- SH switching monitor
- Another connection of the second cascade control valve (V6) which in a preferred embodiment also has switching monitoring (SH), is connected via a line section (L4) and a control pressure connection (28) to the control piston chamber (26) shown in FIG 5
- the arrangement shown above comprising a stepped cylinder (21s) and a stepped piston (20s).
- the line section (L5) is connected to one connection each of the solenoid directional control valve (V1) and the return valves (V3, V4), which means that the line section (L2) via the line section (L5) to the return (R) is vented towards.
- the line sections (L3, L4) are also connected to the line section (L2) and are activated when the solenoid directional control valve (V1) or the return valves (V3 , V4) via the line section (L5) to the return (R).
- the car (2) is at any position in the elevator shaft (1) and the area of the car brake (10) serving as an emergency brake is closed by the force of the brake springs (30).
- the pressure accumulator (D1) is pressureless, as are all line sections (L1, L2, L3, L4, L5) and the pressure connections (24, 28) of the car brake (10).
- the directional solenoid valve (V1), the two return valves (V3, V4) and the two cascade control valves (V5, V6) are in the first switching position (S1), the line sections (L3, L4) and the line section (L2) are connected to the line section (L5) and vented towards the return (R).
- the elevator system (AS) receives a destination call and the car (2) should move to another floor. Before the car (2) begins to move, the following processes take place in the car brake system (10) within a short time, which are referred to below as start mode 1:
- the pressure supply (P) is activated, it conveys the pressure medium via the check valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until there is a specified system pressure.
- the control can trigger movements of the brake piston (16) via the brake pressure connection (18), which will not be discussed in detail here.
- the solenoid of the directional solenoid valve (V1) is energized and the directional solenoid valve (V1) changes from the first switching position (S1) to the second switching position (S2).
- the solenoid coils of the two return valves (V3, V4) are energized and the two valves change from the first switching position (S1) to the second switching position (S2), whereby the connection between the line section (L5) and the line section on the two valves (L2) is interrupted.
- the line section (L2) is connected to the line section (L1) via the solenoid directional control valve (V1) and the pressure medium is slowed down via the throttle valve (DR) to reduce switching noise through the release pressure connections (24) into the release piston chambers (22), whereby it exerts a lifting force (25) on the stepped pistons (20s) via the lifting piston surfaces (23).
- This release force (25) is not yet sufficient to overcome the brake spring force (30) and the car brake (10) is still closed.
- a defined pressure of a pressure medium is applied to the brake pressure connection (18) via a valve system (not shown) and the brake piston (16) closes the car brake (10) against the force of the return springs (19).
- the directional solenoid valve (V1) and the two return valves (V3, V4) remain energized in their second switching position (S2) and the system pressure is applied in the pressure accumulator (D1), which means that nothing changes in the pressure conditions in the area of the stepped pistons (20s) and whereby the stepped pistons (20s) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the two return valves (V3, V4) remain energized in their second switching position (S2) and the system pressure is present in the pressure accumulator (D1).
- the solenoid directional control valve (V1) is transferred to its first switching position (S1) and the pressure medium from the line sections (L4, L3, L2) flows via the throttle valve (DR) and the line section (L5) back to the return (R).
- all step pistons (20s) are depressurized and the cabin is held by the full force of the brake springs (30).
- the throttle valve (DR) ensures that the brake is applied with little noise.
- the brake pressure connection (18) is depressurized via a valve system (not shown) and the return springs (19) bring the brake piston (16) of the car brake (10) into the open position.
- the directional solenoid valve (V1) and the two return valves (V3, V4) remain energized in their second switching position (S2) and the system pressure is applied in the pressure accumulator (D1), which means that nothing changes in the pressure conditions in the area of the stepped pistons (20s) and whereby the stepped pistons (20s) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the two return valves (V3, V4) remain energized in their second switching position (S2) and the system pressure is present in the pressure accumulator (D1).
- the directional solenoid valve (V1) is transferred to its second switching position (S2) and the pressure medium flows from the line section (L1) via the throttle valve (DR) to the line sections (L2, L3, L4), whereby all stepped pistons (20s) move against the force of the brake springs (30) and open the brake.
- the throttle valve (DR) ensures that the brake is opened with little noise.
- emergency braking 1 If there is a power failure while the cabin is in motion, the cabin brake (10) initiates emergency braking, which is referred to below as emergency braking 1:
- the pressure supply of the system is guaranteed for a short time even in the event of failure of the preferably electrically operated pressure supply (P) via the pressure accumulator (D1).
- the solenoid directional control valve (V1) and the two return valves (V3, V4) move to the first switching position (S1) when the supply voltage is lost.
- S1 the first switching position
- the line sections (L4, L3, L2) are connected to the line section (L5) and vented towards the return (R), whereby the release force (25) acting against the brake spring force (30) and the control force (29) are omitted and the maximum braking force builds up and the car (2) is maximally decelerated.
- the cascade control valves (V5, V6) are still in their first switching position (S1) at the beginning of emergency braking 1, whereby the line sections (L3, L4) are still depressurized.
- the cascade control valves (V5, V6) are activated in the event of emergency braking via a safe power supply in conjunction with a safe control system and acceleration measurement.
- the cascade control valves (V5, V6) are transferred to the second switching position (S2) or not in the manner described below via a switching logic when certain threshold values for the deceleration of the car (2) are exceeded.
- both cascade control valves V5, V6 are switched to switching position (S2).
- V5, V6 Due to the very short switching time of the cascade control valves (V5, V6), a significant reduction in the braking force and thus the deceleration of the car (2) can be achieved in a very short time, preferably less than 50 milliseconds.
- V5, V6 With two cascade control valves (V5, V6), the following maximum levels are possible: 0 - V5 - V6 - V5 + V6. With a higher number of valves, the number of control stages increases.
- Redundancy can also be achieved by increasing the number of valves and the control stages.
- a cascade control valve (Vn) can also be installed in the line section (L2), so that if an emergency braking criterion is present, all cascade control valves (V5, V6, Vn) are always in the switch position (S2) are transferred and remain there for the duration of the upward emergency braking.
- the solenoid directional control valve (V1), the return valves (V3, V4) and the cascade control valves (V5, V6) can also remain in their second switching position (S2) when the cabin (2) is moving upwards. This would cause the emergency braking during movement of the Cabin (2) does not exert any unnecessary loads on the passengers.
- the safe control can be designed in such a way that the direction of movement of the car (2) is recognized and that when the car (2) begins to move downwards, all cascade control valves (V5, V6, Vn) switch to the first switch position (S1). At the same time, the solenoid directional control valve (V1) and the return valves (V3, V4) must also change to their first switching position (S1).
- the regulation of the deceleration in the event of emergency braking can be further improved on the basis of a measurement of the car load carried out before the car (2) begins to travel.
- the measurement of the car load can also be part of the car brake (10).
- the control process described which is fed solely by the pressure present in the pressure accumulator (D1), runs several times in very short time intervals and, after a few seconds, preferably less than 2 seconds, with a lightly loaded cabin (2), preferably less than 1 Second until the car (2) is at a standstill.
- a cycle called emergency braking 2 is triggered in which the supply voltage (U) can be interrupted and which then corresponds to the emergency braking 1 described in terms of its sequence.
- FIG. 6 shows a second cylinder and valve arrangement for controlling an emergency brake according to FIG. 4 equipped with single-stage regulating cylinders (21) and single-stage regulating pistons (20).
- the elevator has two guide rails (9), each of which is assigned a car brake (10), each with two illustrated single-stage control cylinders (21) with single-stage control pistons (20) and each with a single-stage release cylinder (21a) with single-stage release piston (20a) is.
- each car brake (10) can also have a larger number of control cylinders (21) and control pistons (20) as well as release cylinders (21a) and release pistons (20a).
- piston chambers of the brake shown on the left and right with the same effect are controlled by a common line section (L2, L3, L4).
- the number of car brakes (10) can advantageously be reduced or increased accordingly.
- control cylinder (21) and control piston (20) As a result of the single-stage form of control cylinder (21) and control piston (20), several control cylinders (21) with control piston (20) and at least one single-stage release cylinder (21a) with release piston are located next to one another in the cabin brake (10) in the direction of movement of the cabin (2) (20a), the lifting cylinder (21a) and the lifting piston (20a) together forming a lifting piston space (22) with a lifting piston surface (23).
- the regulating cylinders (21) and regulating pistons (20) together form separately controllable regulating piston chambers (26) with regulating piston surfaces (27).
- the structure of the valve arrangement according to FIG. 6 is described in the flow direction of a pressure medium starting from the pressure supply (P) via pressure accumulators and valves to the cabin brake (10) and from there back to the return (R).
- the line sections (L1 to L6) are lines for transporting the printing medium.
- the pressure supply (P) supplies the pressure medium, from where it is conveyed via a check valve (R1) into a line section (L1), from which a pressure accumulator (D1) is also filled.
- V1, V2 two similar and similarly controlled solenoid directional control valves (V1, V2) can be combined in a valve block, whereby these can have, for example, a switching monitor (SH).
- SH switching monitor
- the line section (L2) is connected to the air piston chambers (22) via air pressure connections (24) and is in connection with one connection of each of the cascade control valves (V5, V6).
- Another connection of the first cascade control valve (V5) which in a preferred embodiment has a switching monitor (SH) is connected to the control piston chamber (26) in FIG. 6 via a line section (L3) and the control pressure connection (28) arrangement shown in the center, consisting of regulating cylinder (21) and regulating piston (20).
- Another connection of the second cascade control valve (V6) which in a preferred embodiment also has switching monitoring (SH), is connected via a line section (L4) and the control pressure connection (28) to the control piston chamber (26) shown in FIG. 6 above arrangement of control cylinder (21) and control piston (20).
- the line section (L5) is connected to one connection each of the solenoid directional control valves (V1, V2), which means that the line section (L2) is vented via the line section (L5) to the return (R) when the same is switched on.
- the line sections (L3, L4) are also connected to the line section (L2) and, when the solenoid directional control valves (V1, V2) are in the corresponding switch position, are connected via the line section (L5) to the return (R).
- the car (2) is at any position in the elevator shaft (1) and the area of the car brake (10) serving as an emergency brake is closed by the force of the brake springs (30).
- the pressure accumulator (D1) is pressureless, as are all line sections (L1, L2, L3, L4, L5) and the pressure connections (24, 28) of the car brake (10).
- the solenoid directional control valves (V1, V2) and the two cascade control valves (V5, V6) are in the first switching position (S1), the line sections (L3, L4) and the line section (L2) are in line with the line section (L5) connected and vented to the return (R).
- the elevator system (AS) receives a destination call and the car (2) should move to another floor. Before the car (2) begins to move, the following processes take place in the car brake system (10) within a short time, which are referred to below as start mode 2:
- the pressure supply (P) is activated, it conveys the pressure medium via the check valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until there is a specified system pressure.
- the control can trigger movements of the brake piston (16) via the brake pressure connection (18), which will not be discussed in detail here.
- the solenoid coils of the solenoid directional control valves (V1, V2) are energized and the solenoid directional control valves (V1, V2) change from the first switching position (S1) to the second switching position (S2).
- the line section (L2) is thereby connected to the line section (L1) via the solenoid directional control valves (V1, V2) and the pressure medium passes through the release pressure connections (24) into the release piston spaces (22), whereby it is released via the release piston surfaces (23) a lifting force (25) exerts on the lifting piston (20a).
- This release force (25) is already sufficient to overcome the brake spring force (30) on the release piston (20a), but the cabin brake (10) is still closed by the brake spring force (30) still applied to the control piston (20).
- a defined pressure of a pressure medium is applied to the brake pressure connection (18) via a valve system (not shown) and the brake piston (16) closes the car brake (10) against the force of the return springs (19).
- the solenoid directional control valves (V1, V2) remain energized in their second switching position (S2) and the system pressure is applied in the pressure accumulator (D1), which means that nothing changes in the pressure conditions in the area of the control piston (20) and the release piston (20a) and whereby the control piston (20) and release piston (20a) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the brake pressure connection (18) is depressurized via a valve system (not shown) and the return springs (19) bring the brake piston (16) of the car brake (10) into the open position.
- the solenoid directional control valves (V1, V2) remain energized in their second switching position (S2) and the system pressure is applied in the pressure accumulator (D1), which means that nothing changes in the pressure conditions in the area of the control piston (20) and the release piston (20a) and whereby the control piston (20) and release piston (20a) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the system pressure is present in the pressure accumulator (D1) and the solenoid directional control valves (V1, V2) are transferred to their second switching position (S2) and the pressure medium flows from the line section (L1) to the line sections (L2, L3, L4), whereby all control pistons (20) and release pistons (20a) move against the force of the brake springs (30) and open the brake.
- emergency braking 3 If there is a power failure while the cabin is in motion, the cabin brake (10) initiates emergency braking, which is referred to below as emergency braking 3:
- the pressure supply of the system is guaranteed for a short time even in the event of failure of the preferably electrically operated pressure supply (P) via the pressure accumulator (D1).
- the solenoid directional control valves (V1, V2) move to the first switching position (S1) when the supply voltage fails.
- the advantageous dimensioning of the solenoid directional control valves (V1, V2) enables large flow cross-sections to close the brake quickly.
- the cascade control valves (V5, V6) are controlled via a safe power supply in conjunction with a safe acceleration measurement.
- the cascade control valves (V5, V6) are transferred to the second switch position (S2) or not in the manner described below via a switching logic when certain threshold values for the deceleration of the car (2) are exceeded.
- both cascade control valves V5, V6 are switched to switching position (S2).
- a cascade control valve (Vn) can also be installed in the line section (L2), so that if an emergency braking criterion is present, all cascade control valves (V5, V6, Vn) are always in the switch position (S2) are transferred and remain there for the duration of the upward emergency braking.
- the safe control can be designed in such a way that the direction of movement of the cabin (2) is recognized and that when the cabin (2) begins to move downwards, all cascade control valves (V5, V6, Vn) switch to the switch position (S1). At the same time, the solenoid directional control valves (V1, V2) must then also switch to their first switching position (S1).
- the regulation of the deceleration in the event of an emergency braking can be further improved on the basis of a measurement of the car load carried out before the car (2) begins to travel.
- the control process described which is fed solely by the pressure present in the pressure accumulator (D1), runs several times in very short time intervals and, after a few seconds, preferably less than 2 seconds, with a lightly loaded cabin (2), preferably less than 1 Second until the car (2) is at a standstill.
- emergency braking 4 If an overspeed is detected while the car (2) is traveling, a cycle called emergency braking 4 is triggered, in which the supply voltage (U) can be interrupted and which then corresponds to the emergency braking 3 described in terms of its sequence.
- FIG. 7 shows a third embodiment of a cylinder and valve arrangement, which largely corresponds to the arrangement from FIG. 6, but which has the following differences:
- V5, V6 have a direct connection to the line section (L5) connected to the return (R).
- the cascade control valves (V5, V6) are not connected to the line section (L1), but to a further line section (L6) for a permanent pressure supply.
- the line section (L6) is supplied from the line section (L1) via a pressure reducing valve (V8) and a check valve (R2) and the line section (L6) has its own pressure accumulator (D2). - This means that the cascade control valves (V5, V6) can continue to be supplied via the additional pressure accumulator (D2) if the pressure supply (P) fails.
- the car (2) is at any position in the elevator shaft (1) and the area of the car brake (10) serving as an emergency brake is closed by the force of the brake springs (30).
- the pressure accumulators (D1, D2) are pressureless, as are all line sections (L1, L2, L3, L4, L5, L6) and the pressure connections (24, 28) of the car brake (10).
- the solenoid directional control valves (V1, V2) and the two cascade control valves (V5, V6) are in the first switching position (S1), the line sections (L3, L4) and the line section (L2) are in line with the line section (L5) connected and vented to the return (R).
- the elevator system (AS) receives a destination call and the car (2) should move to another floor. Before the car (2) begins to move, the following processes take place in the car brake system (10) within a short time, which are referred to below as start mode 3:
- the pressure supply (P) is activated, it conveys the pressure medium via the check valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until there is a specified system pressure.
- the pressure medium flows via the pressure reducing valve (V8) and the check valve (R2) into the line section (L6) and there fills the pressure accumulator (D2) with a pressure that is lower than that of the line section (L1).
- the control can trigger movements of the brake piston (16) via the brake pressure connection (18), which will not be discussed in detail here.
- the solenoid coils of the solenoid directional control valves (V1, V2) are energized and the solenoid directional control valves (V1, V2) change from the first switching position (S1) to the second switching position (S2).
- the line section (L2) is thereby connected to the line section (L1) via the solenoid directional control valves (V1, V2) and the pressure medium passes through the release pressure connections (24) into the release piston spaces (22), whereby it is released via the release piston surfaces (23) a lifting force (25) exerts on the lifting piston (20a).
- This release force (25) is already sufficient to overcome the brake spring force (30) on the release piston (20a), but the cabin brake (10) is still closed by the brake spring force (30) still applied to the control piston (20).
- the solenoid coils of the cascade control valves (V5, V6) are energized and the cascade control valves (V5, V6) change from the first switch position (S1) to the second switch position (S2), whereby the system pressure from the line section (L6) to the Line sections (L3, L4) and to the control pressure connections (28) of the cabin brake (10) and generates a control force (29) acting on the control piston surfaces (27) in the control piston spaces (26), which completely cancels the brake spring force (30) acting on the control piston (20) and thus completely opens the car brake (10) .
- a defined pressure of a pressure medium is applied to the brake pressure connection (18) via a valve system (not shown) and the brake piston (16) closes the car brake (10) against the force of the return springs (19).
- the solenoid directional control valves (V1, V2) and the cascade control valves (V5, V6) remain energized in their second switching position (S2) and the respective system pressure is applied in the pressure accumulators (D1, D2), which affects the pressure conditions in the range the control piston (20) and the release piston (20a) do not change anything and as a result the control piston (20) and release piston (20a) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the system pressure is present in the pressure accumulator (D1) and the solenoid directional control valves (V1, V2) and the cascade control valves (V5, V6) are transferred to their first switching position (S1) and the pressure medium is removed from the line sections (L4, L3, L2 ) flows back to the return (R) via the line section (L5).
- the brake pressure connection (18) is depressurized via a valve system (not shown) and the return springs (19) bring the brake piston (16) of the car brake (10) into the open position.
- the solenoid directional control valves (V1, V2) and the cascade control valves (V5, V6) are and remain energized in their second switching position (S2) and the respective system pressure is applied in the pressure accumulators (D1, D2), which affects the pressure conditions in the area of the control piston (20) and the release piston (20a) nothing changes and thus the control piston (20) and lifting piston (20a) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the system pressure is present in the pressure accumulator (D1) and the solenoid directional control valves (V1, V2) and the cascade control valves (V5, V6) are transferred from the first switching position (S1) to their second switching position (S2) and the pressure medium flows out the line sections (L1, L6) to the line sections (L2, L3, L4), whereby all control pistons (20) and release pistons (20a) move against the force of the brake springs (30) and open the brake.
- emergency braking 5 If there is a power failure while the cabin is in motion, the cabin brake (10) initiates emergency braking, which is referred to below as emergency braking 5:
- the pressure supply of the system is guaranteed for a short time even if the preferably electrically operated pressure supply (P) fails via the pressure accumulator (D1, D2).
- the solenoid directional control valves (V1, V2) and the cascade control valves (V5, V6) move to the first switching position (S1) when the supply voltage is lost.
- S1 the first switching position
- the line sections (L4, L3, L2) are connected to the line section (L5) and vented towards the return (R), whereby the release force (25) acting against the brake spring force (30) and the control force (29) are omitted and the maximum braking force builds up and the car (2) is maximally decelerated.
- the cascade control valves (V5, V6) are controlled via a safe power supply in conjunction with a safe acceleration measurement.
- the cascade control valves (V5, V6) are transferred to the second switch position (S2) or not in the manner described below via a switching logic when certain threshold values for the deceleration of the car (2) are exceeded.
- both Cascade control valves (V5, V6) transferred to switching position (S2).
- V5, V6 With two cascade control valves (V5, V6), the following maximum levels are possible: 0 - V5 - V6 - V5 + V6. With a higher number of valves, the number of control stages increases.
- a control force (29) directed against the brake spring force (30) is not built up in any control piston chamber (26) or only in some of the control piston chambers (26) or in all control piston chambers (26) and the deceleration is controlled in this way.
- the presence of more than two cascade control valves (V5, V6, Vn) and more than two controllable control pistons (20) per car brake (10) increases the number of possible switching combinations and increases the quality of the control, which is improved through optimization the pressure in the pressure accumulator (D2) can be increased further.
- the reduced pressure in section L6 is less than the pressure required to release the spring force (30). This only causes a reduction in force, but no movement.
- a cascade control valve (Vn) can also be installed in the line section (L2), so that if an emergency braking criterion is present, all cascade control valves (V5, V6, Vn) are always in the switch position (S2) are transferred and remain there for the duration of the upward emergency braking.
- the solenoid directional control valves (V1, V2) and the cascade control valves (V5, V6) could also remain in their second switching position (S2) when the cabin (2) is moving upwards. As a result, no unnecessary loads would be exerted on the passengers for the duration of the emergency braking when the car (2) is moved upwards.
- the safe control can be designed in such a way that the direction of movement of the cabin (2) is recognized and that when the cabin (2) begins to move downwards, all cascade control valves (V5, V6, Vn) switch to the switch position (S1).
- the solenoid directional control valves (V1, V2) must then also switch to their first switching position (S1). Furthermore, the regulation of the deceleration in the event of an emergency braking can be further improved on the basis of a measurement of the car load carried out before the car (2) begins to travel. For this purpose, it is possible, for example in the event of a later emergency braking, to transfer at least part of the cascade control valves (V5, V6) immediately via the safe power supply to the switch position (S2) via the safe power supply and leave them in this position, for example in the event of a later emergency braking to reduce the first shock when the car brake (10) is applied in the event of an actual emergency braking.
- the control process described which is fed solely by the pressure present in the pressure accumulator (D2), runs several times at very short intervals and is completed after a few seconds until the car (2) is at a standstill.
- emergency braking 6 If an overspeed is detected while the car (2) is traveling, a cycle called emergency braking 6 is triggered, in which the supply voltage (U) can be interrupted and which then corresponds to the described emergency braking 5 in terms of its sequence.
- the system can be started up again according to the procedure described in start mode 3.
- FIG. 8 shows a detail C from FIG. 2, which shows a longitudinal section through a first preferred embodiment of an electrically operated car brake (10) according to the invention.
- the car brake (10) shown in simplified form is designed as a brake caliper in floating caliper design, as is also illustrated in section D-D.
- the brake housing (11) surrounds the guide rail (9) in a U-shape and is movably supported on guide elements (13) transversely to the direction of travel (M).
- the area of the brake housing (11) facing the cabin (2) is fitted directly with a continuous brake lining (14) on its surface facing the guide rail (9).
- the car brake (10) is electrically operated and divided into two functional areas:
- This first area consists of one or more brake cylinders (17) arranged next to one another in the direction of travel (M) of the cabin with brake pistons (16) accommodated therein, which are movably mounted transversely to the direction of travel (M) towards the guide rail (9).
- the end of the brake pistons (16) facing away from the guide rail are each connected to an armature disk (32) which is attracted by a brake magnet (31) supplied with electrical power to a brake coil (33), whereby the brake piston (16) pushes the brake disk ( 15) press the friction lining (14) against the guide rail (9) and thus brake the cabin (2) in the direction of travel (M).
- the service brake described is usually only used in normal ferry operation of the elevator and serves as a holding brake for the car (2) located in the area of a floor when the passengers get on and off.
- the service brake can also be designed in a manner that enables it to be used as an emergency brake.
- the brake pistons (16) are designed like the stepped pistons (20s) shown in FIG. 8, in which a braking effect is achieved by the brake springs (30) and in which the brake is opened by energizing magnetic coils (35, 36).
- An emergency braking function can be implemented in the event of a power failure, for example, through advantageous electrical control of the brake.
- This second area consists of one or more stepped cylinders (21s) arranged next to each other in the direction of travel (M) of the cabin, which function equally as control cylinder (21) and release cylinder (21a), with stepped pistons (20s) accommodated therein, which analogously act as control pistons (20 ) and the lifting piston (20a) act, and which are movably mounted transversely to the direction of travel (M) to the guide rail (9).
- the stepped pistons (20s) and stepped cylinders (21s) together with the magnet coils (36) form the control piston (20) and control cylinder (21) and together with the magnet coils (35) the release piston (20a) and release cylinder (21a).
- armature disk-like thickenings of the stepped pistons (20s) are attracted by the working magnets (34) and a force is built up against the force on the stepped pistons (20s) the brake springs (30), which is larger than this and which thus opens the brake.
- This second area of the car brake (10), which serves as an emergency brake, can theoretically also be used as a normal service brake for holding the car (2) in the area of a floor.
- FIG. 9 shows a detail D from FIG. 2, which shows a longitudinal section through a second preferred embodiment of an electrically operated car brake (10) according to the invention.
- the car brake (10) shown in greatly simplified form, is designed as a brake caliper in floating caliper construction, as is also illustrated in section E-E.
- the area of the brake housing (11) facing the cabin (2) is fitted directly with a continuous brake lining (14) on its surface facing the guide rail (9).
- the car brake (10) is electrically operated and divided into two functional areas:
- This first area consists of one or more brake cylinders (17) arranged next to one another in the direction of travel (M) of the cabin with brake pistons (16) accommodated therein, which are movably mounted transversely to the direction of travel (M) towards the guide rail (9).
- the end of the brake pistons (16) facing away from the guide rail are each connected to an armature disk (32) which is attracted by a brake magnet (31) supplied with electrical power to a brake coil (33), whereby the brake piston (16) pushes the brake disk ( 15) press the friction lining (14) against the guide rail (9) and thus brake the cabin (2) in the direction of travel (M).
- the service brake described is usually only used in normal ferry operation of the elevator and serves as a holding brake for the car (2) located in the area of a floor when the passengers get on and off.
- the service brake can also be designed in a manner that enables it to be used as an emergency brake.
- the brake pistons (16) are designed like the control piston (20) or release piston (20a) shown in FIG. 9, in which a braking effect is achieved by the brake springs (30) and in which the Brake is opened.
- An emergency braking function can be implemented in the event of a power failure, for example, through advantageous electrical control of the brake.
- This second area consists of several control cylinders (21) arranged next to one another in the direction of travel (M) of the cabin, of which only one is shown as an example with control piston (20) accommodated therein and at least one adjacent air cylinder (21a) with air piston (20a) accommodated therein. , wherein the control piston (20) and release piston (20a) are movably mounted transversely to the direction of travel (M) towards the guide rail (9).
- This second area of the car brake (10), which serves as an emergency brake, can theoretically also be used as a normal service brake for holding the car (2) in the area of a floor.
- each stepped cylinder (21s) taking on the function of a release cylinder (21a) and that of a regulating cylinder (21) and each stepped piston (20s) covers the function of a lifting piston (20a) and that of a control piston (20).
- the elevator has two guide rails (9), each of which is assigned a car brake (10), each with two illustrated stepped cylinders (21s) with stepped pistons (20s). It goes without saying that each car brake (10) can also have a larger number of stepped cylinders (21s) and stepped pistons (20s).
- actuators of the left and right are acted in the same way
- the brake shown is controlled by a common line section (L2, L3, L4).
- the number of car brakes (10) can advantageously be reduced or increased accordingly.
- each stepped piston (20s) has a working magnet (34) which is each formed from two magnet coils (35, 36), which in the present example are designed as concentric ring coils.
- Each of the stepped pistons (20s) is moved towards the guide rail (9) by the force of brake springs (30) and creates frictional engagement between the guide rail (9) and the brake lining (14), as a result of which the car (2) is braked.
- the structure of the circuit arrangement is described in the flow direction of an electrical voltage starting from the voltage supply (U) via power storage (SP) and switches (SC1, SC2) to the car brake (10).
- the line sections (L1 to L6) are lines for the transport of electrical power.
- the power supply (U) supplies electrical power in a line section (L1), from which a power store (SP) of a safe power supply is charged.
- An alternative to redundancy can be a safe switch (SC1, SC2) with fault exclusion.
- a release force (25) directed against the brake spring (30) builds up between the working magnet (34) and the stepped piston (20s), but this is not yet sufficient to open the car brake (10).
- the line sections (L3, L4) are also connected to the line section (L2) via the cascade control switches (SC3, SC4) in the first switch position (S1), whereby the solenoid coils (36) are also energized and a control force (29) on the stepped piston (20s), which adds up to the release force (25) and thus opens the car brake (10) against the brake springs (30).
- each cascade control switch controls its own system of solenoid coils (36).
- cascade control switches (SC3, SC4) are designed as electrical changeover switches, which the line sections (L3) or (L4) in a first Connect the switch position (S1) to the line section (L2) and in a second switch position (S2) to the line section (L1).
- the cascade control switches are electrically operated and are electrically transferred to the second switch position (S2).
- the cascade control switches (SC3, SC4) are in their first switch position (S1) and the car brake (10) can be completely closed or opened simply by opening or closing the switches (SC1, SC2) .
- the car (2) is at any position in the elevator shaft (1) and the area of the car brake (10) serving as an emergency brake is closed by the force of the brake springs (30).
- the power storage (SP) is sufficiently charged for a failure of the voltage supply (U), and there is no voltage on the line sections (L2, L3, L4).
- the switches (SC1, SC2) are in the open switch position and the two cascade control switches (SC3, SC4) are in the first switch position (S1).
- the elevator system (AS) receives a destination call and the car (2) should move to another floor. Before the car (2) begins to move, the following processes take place in the car brake system (10) within a short time, which are referred to below as start mode 4:
- the control can use the brake magnet (31)
- Movements of the brake piston (16) are triggered, which will not be discussed in detail here.
- the line sections (L3, L4) are energized via the cascade control switches (SC3, SC4) in their first switching position (S1) and the solenoid coils (36) of the working magnets (34) exert another against the stepped pistons (20s) Brake spring force (30) directed control force (29).
- the release force (25) and the control force (29) add up to a total force that is greater than the opposing brake spring force (30), whereby the car brake (10) is opened.
- the brake coils are connected to a circuit system (not shown)
- the voltage supply (U) is maintained, the switches (SC1, SC2) remain closed and the cascade control switches (SC3, SC4) remain in their first switch position (S1), whereby the stepped pistons (20s) counteract the force of the brake springs ( 30) remain in the open position.
- the car brake does not have a separate area intended as a service brake or it is not used.
- the switches (SC1, SC2) are opened and the cascade control switches (SC3, SC4) remain in their first switch position (S1), whereby the line sections (L2, L3, L4) are de-energized and the release force (25) and the control force (29) the working magnet
- the voltage supply (U) is maintained and the switches (SC1, SC2) remain closed and the cascade control switches (SC3, SC4) remain in their first switch position (S1), whereby the stepped pistons (20s) counteract the force of the brake springs ( 30) remain in the open position.
- the car brake does not have a separate area intended as a service brake or it is not used.
- the switches (SC1, SC2) are closed and the cascade control switches (SC3, SC4) remain in their first switch position (S1), whereby the line sections (L2, L3, L4) with electrical voltage are supplied and whereby the release force (25) and the control force (29) of the working magnets (34) overcome the force of the brake springs (30) and lift the stepped pistons (20s) with the brake linings (14) from the guide rail.
- emergency braking 7 If there is a power failure while the cabin is in motion, the cabin brake (10) initiates emergency braking, which is referred to below as emergency braking 7:
- the energy supply of the system can be guaranteed for a short time as a safe power supply even after failure of the voltage supply (U) via the power storage (SP)
- the cascade control switches (SC3, SC4) remain in their first switch position (S1), which means that the line sections (L3, L4) are also de-energized, which means that the control force (29) that acts against the brake spring force (30) is no longer applicable and that the maximum braking force builds up and the car (2) is decelerated to the maximum.
- the cascade control switches (SC3, SC4) are controlled via a safe power supply, for example through the power storage unit (SP) in conjunction with a safe acceleration measurement.
- SP power storage unit
- the safe power supply in combination with the safe acceleration measurement brings the cascade control switches (SC3, SC4) into their second switch position (S2) or not in the manner described below, depending on whether certain threshold values for the deceleration of the car (2) are adhered to or exceeded . If the delay is correct, both cascade control switches (SC3, SC4) remain in their first switch position (S1).
- one of the cascade control switches (SC3, SC4) is transferred to its second switch position (S2) and energizes part of the magnetic coils (36).
- both cascade control switches are transferred to their second switch position (S2) and supply a larger part of the solenoid coils (36). It is also conceivable to use the cascade control switches (SC3, SC4) to control magnetic coils of different strengths and to achieve a maximum of control levels through advantageous staggering.
- the line section (L2) can also be equipped with a cascade control switch (SCn) so that if an emergency braking criterion is present, all cascade control switches (SC3, SC4, SCn ) are in the second switching position (S2) and the line section (L2) is always energized as long as the car moves upwards in the event of an emergency braking. As a result, no unnecessary loads are exerted on the passengers during emergency braking when the car (2) is moved upwards.
- SCn cascade control switch
- the regulation of the deceleration in the event of an emergency braking can be further improved on the basis of a measurement of the car load carried out before the car (2) begins to travel.
- a cycle called emergency braking 8 is triggered in which the supply voltage (U) can be interrupted and which then corresponds to the described emergency braking 7 in terms of its sequence. After one of the emergency braking operations described and after eliminating the corresponding causes of the error, the system can be put back into operation according to the procedure described in start mode 4.
- FIG. 11 shows a second circuit arrangement for the electrical control of the emergency brake according to FIG. 9, which is equipped with control cylinders (21) and control pistons (20).
- the elevator has two guide rails (9), each of which is assigned a car brake (10), each with two illustrated control cylinders (21) with control pistons (20) and each with one illustrated release cylinder (21a) with release piston (20a).
- each car brake (10) can also have a larger number of control cylinders (21) and release cylinders (21a).
- actuators with the same effect of the brakes shown on the left and right are controlled by a common line section (L2, L3, L4).
- the number of car brakes (10) can advantageously be reduced or increased accordingly.
- each control piston (20) has a working magnet (34), each with a magnetic coil (36), which in the present example is designed as a concentric ring coil.
- Each of the lifting pistons (20a) is also assigned a working magnet (34), each with a concentric magnet coil (35).
- Each of the control pistons (20) and release pistons (20a) is moved towards the guide rail (9) by the force of brake springs (30) and creates a frictional engagement between the guide rail (9) and the brake lining (14), as a result of which the cabin (2) is braked .
- the structure of the circuit arrangement is described in the flow direction of an electrical voltage starting from the voltage supply (U) via power storage (SP) and switches (SC1, SC2) to the car brake (10).
- the line sections (L1 to L6) are lines for the transport of electrical power.
- the power supply (U) supplies electrical power in a line section (L1), from which a power store (SP) of a safe power supply is charged.
- the line section (L6) is supplied with a reduced electrical voltage from the line section (L1) via a voltage reduction (SR).
- SR voltage reduction
- a release force (25) directed against the brake spring (30) builds up on the release piston (20a), which is greater than the brake spring force (30), but which is not yet sufficient to fully open the car brake (10).
- the cascade control switches SC3, SC4 are closed, which also energizes the magnet coils (36) and generates a control force (29) on the control piston (20).
- the brake spring force (30) assigned to the control piston (20) is thereby overcome and thus the car brake (10) opens completely.
- the cascade control switches (SC3, SC4) have the same effect as simple normally open contacts and each cascade control switch (SC3, SC4) controls its own system of solenoid coils (36).
- switches (SC1, SC2) are also electrically operated and are electrically held in the closed position.
- the car brake (10) By opening the switches (SC1, SC2) and the cascade control switches (SC3, SC4, SCn), the car brake (10) can be completely closed again.
- the car (2) is at any position in the elevator shaft (1) and the area of the car brake (10) serving as an emergency brake is closed by the force of the brake springs (30).
- the power storage (SP) is sufficiently charged for a failure of the voltage supply (U), and there is no voltage on the line sections (L2, L3, L4).
- the switches (SC1, SC2) and the two cascade control switches (SC3, SC4) are in the open switch position.
- the elevator system (AS) receives a destination call and the car (2) should move to another floor. Before the car (2) begins to move, the following processes take place in the car brake system (10) within a short time, which are referred to below as start mode 5:
- the power supply (U) is activated and the power storage (SP) for a safe power supply is fully charged via the line section (L1).
- the line section (L6) is simultaneously supplied with a reduced voltage via the voltage reduction (SR).
- the control can use the brake magnet (31)
- Movements of the brake piston (16) are triggered, which will not be discussed in detail here.
- An electrical voltage is applied to the brake coils (33) of the brake magnets (31) via a circuit system (not shown) and the brake pistons (16) close the car brake (10) against the force of the return springs (19).
- the voltage supply (U) is maintained and the switches (SC1, SC2) and the cascade control switches (SC3, SC4) remain closed, which means that the control piston (20) and the release piston (20a) counteract the force of the brake springs (30) remain in the open position.
- the car brake does not have a separate area intended as a service brake or it is not used.
- the switches (SC1, SC2) and the cascade control switches (SC3, SC4) are opened, whereby the release force (25) on the release piston (20a) and the control force (29) on the control piston (20) are canceled and the cabin (2) is then held by the full force of the brake springs (30).
- the voltage supply (U) is maintained and the switches (SC1, SC2) and the cascade control switches (SC3, SC4) remain closed, whereby the control piston (20) and the release piston (20a) remain in their open position against the force of the brake springs (30).
- the car brake does not have a separate area intended as a service brake or it is not used.
- the switches (SC1, SC2) and the cascade control switches (SC3, SC4) are closed, whereby the release force (25) of the release piston (20a) and the control force (29) of the control piston (20) the force of the respective brake springs (30) overcome and lift the control piston (20) and release piston (20a) with the brake linings (14) from the guide rail.
- emergency braking 9 If there is a power failure while the cabin is in motion, the cabin brake (10) initiates emergency braking, which is referred to below as emergency braking 9:
- the energy supply of the system can be guaranteed for a short time as a safe power supply even after failure of the voltage supply (U) via the power storage (SP)
- the cascade control switches (SC3, SC4) also change to their open position when the voltage supply (U) is lost, whereby the line sections (L3, L4) and the solenoid coils (36) are also de-energized, which means that the brake spring force ( 30) acting control force (29) is omitted and as a result the maximum braking force builds up and the car (2) is maximally decelerated.
- the cascade control switches (SC3, SC4) are controlled via a safe power supply, for example through the power storage unit (SP) in conjunction with a safe acceleration measurement.
- SP power storage unit
- the safe power supply in combination with the safe acceleration measurement brings the cascade control switches (SC3, SC4) into their closed position or not in the manner described below, depending on whether certain threshold values for the deceleration of the car (2) are adhered to or exceeded.
- one of the cascade control switches (SC3, SC4) is closed and thereby energizes part of the magnet coils (36).
- both cascade control switches SC3, SC4 are closed and supply a larger part of the solenoid coils (36).
- the line section (L2) can also be energized via a cascade control switch (SCn), so that all cascade control switches (SC3, SC4, SCn) when there is an emergency braking criterion when moving upwards. are closed and the line section (L2) is always energized as long as the cabin moves upwards during emergency braking. As a result, no unnecessary loads are exerted on the passengers during emergency braking when the car (2) is moved upwards.
- SCn cascade control switch
- the regulation of the deceleration in the event of an emergency braking can be further improved on the basis of a measurement of the car load carried out before the car (2) begins to travel.
- a measurement of the car load carried out before the car (2) begins to travel it is possible, for example with a low cabin load, to immediately close at least part of the cascade control switches (SC3, SC4) again via the safe power supply in the event of a later emergency braking before the start of the journey, thus one by energizing at least part of the magnet coils (36) to build up a defined control force (29) and thereby significantly reduce the first shock when the car brake (10) is applied in the event of an actual emergency braking.
- a cycle called emergency braking 10 is triggered in which the supply voltage (U) can be interrupted and which then corresponds to the emergency braking 9 described in terms of its sequence.
- An external energy-operated car brake (10) for an elevator system and, for its control, a circuit arrangement with integrated step-shaped regulation of the deceleration of the car (2) during emergency braking is proposed.
- the control is designed in such a way that the deceleration of the car (2) is always within specified limit values, which is independent of the direction of travel of the elevator car, independent of the elevator drive system used and independent of the car load and the coefficient of friction between the brake lining (14) and the guide rail ( 9) applies.
- braking with a preset braking force that is adapted to the operating parameters or the full braking force and subsequent rapid regulation of the deceleration on the basis of an acceleration measurement with a gradual reduction in the braking force are proposed.
- the high speed and quality of the control is achieved by the fact that, when building up the control forces (29) and release forces (25) acting against the brake spring force (30), only very low volume flows of the pressure medium or very low flows from the voltage supply are required and essentially only Forces are regulated.
- the entire circuit arrangement and the method can be constructed in such a way that a technically safe system is created.
- the cabin brake (10) according to the invention and the corresponding circuit arrangement mean that a first brake system (7) on the traction sheave (5) can be dispensed with.
- elevators for high conveying heights and speeds can be implemented without sacrificing safety or driving comfort.
- Paragraph 3 cabin brake and circuit arrangement according to paragraphs 1 and 2, characterized in that for the connection between line section (L1) and line section (L2) at least two redundant parallel-connected return valves (V3, V4) or at least one safe valve with fault exclusion and at least one solenoid directional control valve (V1, V2) connected in parallel are provided.
- Paragraph 4 Cabin brake and circuit arrangement according to Paragraphs 1 to 3, characterized in that the at least one solenoid directional valve (V1, V2) is connected in series with a throttle valve (DR).
- V1, V2 solenoid directional valve
- DR throttle valve
- Paragraph 5 Cabin brake and circuit arrangement according to Paragraphs 1 and 2, characterized in that at least two redundant, parallel-connected solenoid directional control valves (V1, V2) or at least one safe valve with fault exclusion are provided for connecting the line section (L1) and line section (L2).
- Paragraph 6 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that, starting from the line section (L2) to the line section (L3), a first cascade control valve (V5) and to the line section (L4) a second cascade control valve (V6 ) is built in.
- Paragraph 7 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that between the line section (L2) and further line sections (Ln) for supplying further control piston chambers (26) in addition to the cascade control valves (V5, V6) further cascade control valves (Vn) are provided.
- Paragraph 8 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that at least one cabin brake (10) is attached to the cabin (2) and that the cabin brake (10) has at least one functional area which can be used for emergency braking or Service braking is designed.
- Paragraph 9 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that the functional area, which is designed to carry out emergency braking or service braking, has at least one stepped control cylinder (21) with a Control piston (21) has, which together form a lifting piston space (22) and a control piston space (26).
- Paragraph 10 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that the functional area, which is designed to carry out emergency braking or service braking, is arranged next to one another in the direction of travel (M) of the cabin (2) at least via a single-stage release cylinder (21a) with a lifting piston (20a) accommodated therein and at least one control cylinder (21) with a control piston (21) accommodated therein, the lifting cylinder (21a) and the lifting piston (20a) together each forming a lifting piston space (22) and the control cylinder (21) and control piston (20) each together form a control piston chamber (26).
- M direction of travel
- Paragraph 11 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that the lifting piston spaces (22) are controlled directly via the line section (L2) and that at least one control piston space (26) is assigned to each of the line sections (L3, L4, Ln) .
- Paragraph 12 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that at least one additional cascade control valve (V5, V6, Vn) is arranged between the line section (L2) and the at least one lifting piston chamber (22).
- V5, V6, Vn additional cascade control valve
- Paragraph 13 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that at the start of the journey of the cabin (2) a switching logic based on the direction of movement and / or the load status of the cabin (2) and based on preset values to achieve an optimal deceleration in In the event of an emergency braking, an optimal strategy for activating the cascade control valves (V5, V6, Vn) is calculated and this strategy is called up in the event of an actual emergency braking.
- Paragraph 14 car brake (10) and circuit arrangement for controlling the emergency braking function of an external energy-operated car brake (10) of an elevator system (AS) according to paragraph 1, characterized in that the circuit arrangement and the car brake (10) are designed for electrical actuation.
- Paragraph 15 car brake and circuit arrangement according to paragraphs 1 and 15, characterized in that for the connection between line section (L1) and line section (L2) at least two redundant in series arranged electrical switches (SC1, SC2) or a safe switch with fault exclusion are provided.
- SC1, SC2 redundant in series arranged electrical switches
- Paragraph 16 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that, starting from the line section (L2) to the line section (L3), a first cascade control switch (SC3) and to the line section (L4) a second cascade control switch (SC4 ) is built in.
- Paragraph 17 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that between the line section (L1) or the line section (L2) and further line sections (Ln) for supplying further control pistons (20) with solenoid coils (36) in addition to the cascades Control switches (SC3, SC4) further cascade control switches (SCn) are provided.
- Paragraph 18 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that the functional area, which is designed to carry out emergency braking or service braking, has at least one control cylinder (21) with a control piston (20) accommodated therein, with each control piston (20) generates a braking effect between the cabin (2) and the guide rail (9) by brake spring force (30) and each control piston (20) can be moved against the brake spring force (30) by at least two independent magnet coils (35, 36).
- Paragraph 19 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that the functional area, which is designed to carry out emergency braking or service braking, is arranged next to one another in the direction of travel (M) of the cabin (2) at least via a single-stage release cylinder (21a) with a release piston (20a) received therein and at least one control cylinder (21) with a control piston (20) received therein, the release piston (20a) and the control piston (20) being acted upon by brake springs (30) and each release piston (20a) can be moved by a magnetic coil (35) and each control piston (20) by a magnetic coil (36) against the brake spring force (30).
- Paragraph 20 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that the magnetic coils (35) of the lifting pistons (20a) are controlled directly via the line section (L2) and that each of the line sections (L3, L4, Ln) has at least one magnetic coil (36) is assigned to the control piston (20).
- Paragraph 21 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that an additional cascade control switch (SC3, SC4, SCn) is arranged between the line section (L2) and the magnetic coil (35) of the at least one lifting piston (20a).
- Paragraph 22 cabin brake and circuit arrangement according to at least one of the preceding paragraphs, characterized in that at the start of the journey of the cabin (2) a switching logic based on the direction of movement and / or the load status of the cabin (2) and based on preset values to achieve an optimal deceleration in In the event of an emergency braking, an optimal strategy for the control of the cascade control switches (SC3, SC4, SCn) is calculated and this strategy is called up in the event of an actual emergency braking.
- SC3, SC4, SCn cascade control switches
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Cage And Drive Apparatuses For Elevators (AREA)
- Maintenance And Inspection Apparatuses For Elevators (AREA)
- Braking Arrangements (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102019133376.8A DE102019133376A1 (de) | 2019-12-06 | 2019-12-06 | Bremse, Schaltungsanordnung und Verfahren zum Ansteuern einer Bremse |
PCT/EP2020/082490 WO2021110413A1 (de) | 2019-12-06 | 2020-11-18 | Bremse, schaltungsanordnung und verfahren zum ansteuern einer bremse |
Publications (1)
Publication Number | Publication Date |
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EP4069618A1 true EP4069618A1 (de) | 2022-10-12 |
Family
ID=73476150
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP20808381.6A Pending EP4069618A1 (de) | 2019-12-06 | 2020-11-18 | Bremse, schaltungsanordnung und verfahren zum ansteuern einer bremse |
Country Status (5)
Country | Link |
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US (1) | US11939188B2 (de) |
EP (1) | EP4069618A1 (de) |
CN (1) | CN114787060B (de) |
DE (1) | DE102019133376A1 (de) |
WO (1) | WO2021110413A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
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EP3388380B1 (de) * | 2017-04-12 | 2020-10-07 | KONE Corporation | Verfahren und aufzug |
DE102019133376A1 (de) * | 2019-12-06 | 2021-06-10 | Chr. Mayr Gmbh + Co Kg | Bremse, Schaltungsanordnung und Verfahren zum Ansteuern einer Bremse |
JP7452482B2 (ja) * | 2021-03-26 | 2024-03-19 | トヨタ自動車株式会社 | 車両制御装置、車両、車両制御方法及び制御プログラム |
Family Cites Families (24)
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SU927705A1 (ru) | 1980-05-28 | 1982-05-15 | Предприятие П/Я Г-4693 | Устройство управлени предохранительным тормозом подъемной машины |
DE29510168U1 (de) * | 1995-06-22 | 1995-11-09 | Chr. Mayr Gmbh + Co Kg, 87665 Mauerstetten | Federdruck-Zweikreisbremssystem |
GB2303676B (en) * | 1995-07-22 | 1999-03-10 | Twiflex Ltd | Fluid control circuit and brake system |
US6371254B1 (en) * | 1995-10-06 | 2002-04-16 | John W. Koshak | Jack arrestor |
US6193026B1 (en) * | 1997-12-22 | 2001-02-27 | Otis Elevator Company | Elevator brake |
DE19849749A1 (de) * | 1998-10-28 | 2000-05-04 | Mayr Christian Gmbh & Co Kg | Teilbelag-Federdruckbremse zum Angriff an einer rotierenden Scheibe |
US20060151254A1 (en) * | 2002-01-12 | 2006-07-13 | Jose Sevilleja-Perez | Elevator brake |
MY192706A (en) * | 2004-12-17 | 2022-09-02 | Inventio Ag | Lift installation with a braking device, and method for braking and holding a lift installation |
DE502006004792D1 (de) * | 2006-04-28 | 2009-10-22 | Invento Ag | Bremseinrichtung einer Aufzugskabine |
US8091355B2 (en) * | 2008-10-23 | 2012-01-10 | Clark Equipment Company | Flow compensated restrictive orifice for overrunning load protection |
DE202011051664U1 (de) * | 2011-10-18 | 2012-01-13 | Slc Sautter Lift Components Gmbh & Co. Kg | Bremseinrichtung für einen Aufzug |
CN104583109B (zh) * | 2012-08-02 | 2016-09-21 | 奥的斯电梯公司 | 用于电梯的液压制动系统 |
CN203269256U (zh) * | 2013-04-18 | 2013-11-06 | 东南电梯股份有限公司 | 作用于液压电梯液压系统的轿厢意外移动监控制动系统 |
DE102014206461A1 (de) * | 2014-04-03 | 2015-10-08 | Thyssen Krupp Elevator Ag | Aufzug mit einer Bremsvorrichtung |
DE102014104865A1 (de) * | 2014-04-04 | 2015-10-08 | Thyssenkrupp Ag | Aufzug mit einer Bremsvorrichtung |
DE102014111359A1 (de) | 2014-05-20 | 2015-11-26 | Wittur Holding Gmbh | Verfahren zum Betrieb einer Fahrkorbbremseinheit |
US9738491B2 (en) * | 2015-01-30 | 2017-08-22 | Thyssenkrupp Elevator Ag | Hydraulic-boosted rail brake |
DE102015005920A1 (de) * | 2015-05-07 | 2016-11-10 | Liebherr-Mining Equipment Colmar Sas | Vorrichtung zur energieoptimierten hydraulischen Steuerung wenigstens eines doppeltwirkenden Arbeitszylinders |
DE202015104095U1 (de) * | 2015-08-05 | 2016-11-09 | Wittur Holding Gmbh | Aufzug mit Bremseinrichtung nach Art einer Zangenbremse |
DE102016217790A1 (de) * | 2016-09-16 | 2018-03-22 | Thyssenkrupp Ag | Bremsvorrichtung für eine Aufzugsanlage |
CN108298452B (zh) | 2018-01-26 | 2019-11-01 | 太原理工大学 | 提升机单制动闸组冗余液压控制回路 |
DE102018205633A1 (de) * | 2018-04-13 | 2019-10-17 | Thyssenkrupp Ag | Aufzugsanlage |
DE102018009620A1 (de) * | 2018-12-07 | 2020-06-10 | Chr. Mayr Gmbh + Co. Kg | Bremse, Ventilanordnung und Verfahren zum Ansteuern einer Bremse |
DE102019133376A1 (de) * | 2019-12-06 | 2021-06-10 | Chr. Mayr Gmbh + Co Kg | Bremse, Schaltungsanordnung und Verfahren zum Ansteuern einer Bremse |
-
2019
- 2019-12-06 DE DE102019133376.8A patent/DE102019133376A1/de active Pending
-
2020
- 2020-11-18 CN CN202080083838.5A patent/CN114787060B/zh active Active
- 2020-11-18 EP EP20808381.6A patent/EP4069618A1/de active Pending
- 2020-11-18 US US17/779,992 patent/US11939188B2/en active Active
- 2020-11-18 WO PCT/EP2020/082490 patent/WO2021110413A1/de unknown
Also Published As
Publication number | Publication date |
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DE102019133376A1 (de) | 2021-06-10 |
US20230011375A1 (en) | 2023-01-12 |
CN114787060A (zh) | 2022-07-22 |
WO2021110413A1 (de) | 2021-06-10 |
US11939188B2 (en) | 2024-03-26 |
CN114787060B (zh) | 2024-06-11 |
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