EP4132873A1 - Procédé de vérification d'un état fonctionnel présent d'un frein d'une installation d'ascenseur, et installation d'ascenseur configurée de manière correspondante - Google Patents

Procédé de vérification d'un état fonctionnel présent d'un frein d'une installation d'ascenseur, et installation d'ascenseur configurée de manière correspondante

Info

Publication number
EP4132873A1
EP4132873A1 EP21717053.9A EP21717053A EP4132873A1 EP 4132873 A1 EP4132873 A1 EP 4132873A1 EP 21717053 A EP21717053 A EP 21717053A EP 4132873 A1 EP4132873 A1 EP 4132873A1
Authority
EP
European Patent Office
Prior art keywords
brake
braking
power value
release
force
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
Application number
EP21717053.9A
Other languages
German (de)
English (en)
Inventor
Max Brüllhardt
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.)
Inventio AG
Original Assignee
Inventio AG
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.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP4132873A1 publication Critical patent/EP4132873A1/fr
Pending legal-status Critical Current

Links

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
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels

Definitions

  • the present invention relates to a method for checking a current functional state of a brake in an elevator installation.
  • the invention also relates to an elevator system that is suitably configured to carry out such a method, a brake monitoring device for such an elevator system, a computer program product for suitable programming of such a brake monitoring device, and a computer-readable medium with such a computer program product stored thereon.
  • At least one elevator car can typically be relocated in an elevator shaft between height levels of different floors.
  • the elevator car In a frequently used type of elevator, the elevator car is held by a rope-like suspension element. By moving the rope-like suspension element, the elevator car can be moved within the elevator shaft.
  • the suspension means generally run over a traction sheave that can be driven to rotate by a drive machine.
  • the elevator car During operation of the elevator system, it may be necessary in various situations to be able to reliably prevent the elevator car from moving within the elevator shaft. For example, the elevator car must be prevented from moving away from the floor during a stop at a floor during which a car door is open and passengers can enter or leave the elevator car and thus endanger the passengers.
  • elevator systems conventionally have at least one brake, with the aid of which rotation of the traction sheave driven by the drive machine can be reliably prevented or braked.
  • the brake In order to be able to guarantee the safety of the elevator system, it must always be ensured that the brake can reliably prevent an unintentional shifting of the elevator car or, if necessary, can brake such an unintentional shifting quickly and efficiently. For this purpose, it must be possible to check the functional state of the brake in a suitable manner.
  • EP 3 080034 B1 describes options for monitoring the braking force of an elevator brake.
  • a method for checking a current functional state of a brake in an elevator installation has a drive machine which drives a traction sheave in a rotating manner, the traction sheave displacing a rope-like suspension element holding an elevator car during its rotation.
  • the brake has a stationary part and a rotatable part which is coupled to the traction sheave in a rotationally fixed manner.
  • a braking mechanism is arranged on the stationary part.
  • the braking mechanism has a displaceable braking element, a biasing mechanism and a release mechanism on.
  • the braking element is displaceable between a braking configuration in which the braking element frictionally cooperates with the rotatable part of the brake and a released configuration in which the braking element does not frictionally cooperate with the rotatable part of the brake.
  • the pretensioning mechanism mechanically pretensions the braking element with an elastic pretensioning force (hereinafter sometimes simply referred to as pretensioning for short) towards its braking configuration.
  • the release mechanism has an electrical actuator which, depending on an electrical power supplied to the actuator, brings about a force acting on the braking element and counteracting the elastic prestressing brought about by the prestressing mechanism.
  • the method comprises at least the following method steps, preferably in the order given:
  • an elevator installation is described.
  • the elevator installation has an elevator car, a drive machine and a brake, which can have the properties described for embodiments of the first aspect of the invention.
  • the elevator system has a brake monitoring device which is configured to carry out or control a method according to an embodiment of the first aspect of the invention.
  • a brake monitoring device which is designed for an elevator installation according to an embodiment of the second aspect and which is configured to execute or control a method according to an embodiment of the first aspect of the invention.
  • a computer program product which contains instructions which, when executed by a programmable brake monitoring device according to an embodiment of the third aspect of the invention cause this to execute or control a method according to an embodiment of the first aspect of the invention.
  • a computer-readable medium is described on which a computer program product according to an embodiment of the fourth aspect of the invention is stored.
  • an elevator installation must generally have at least one brake in order to be able to lock its elevator car in a fixed position within the elevator shaft, i.e. to be able to prevent it from moving unintentionally within the elevator shaft. It must always be ensured that the brake is functional, i.e. the current functional state of the brake should be able to be checked if necessary. In principle, this applies to all types of elevator systems.
  • Embodiments of the invention described herein relate to the checking of a current functional state in the case of a specially designed brake in a special type of elevator installation.
  • some basic properties of the type of elevator installation concerned are explained below, which are necessary or at least helpful for carrying out the test method described below. Details of the test method and advantageous embodiments of the same are then described.
  • the elevator types envisaged by the invention are elevator systems in which an elevator car is both held and displaced within an elevator shaft with the aid of rope-like suspension means.
  • the suspension means can for example comprise several ropes, belts or belts.
  • the suspension elements run over a traction sheave.
  • the suspension elements rest on the outer circumference of the drive pulley, and traction occurs as a result of friction between the suspension elements and the drive pulley between the two components.
  • the traction sheave is driven to rotate by a drive machine which is controlled by an elevator control.
  • the rotating traction sheave displaces the suspension means and thus the elevator car held on it.
  • the type of elevator system described is sometimes called a traction sheave elevator and is used in particular in tall buildings in which a large number of floors are to be approached.
  • a frequently implemented possibility to brake a movement of the elevator car or to keep the elevator car stationary in the elevator shaft by activating brakes is to be able to brake the rotatable traction sheave or components connected to it in a rotationally fixed manner.
  • a brake that can be used for this purpose generally has at least one stationary part and one rotatable part that is coupled to the drive pulley in a rotationally fixed manner.
  • the stationary part of the brake can be understood to mean that part of the brake that is mounted, for example, on a stationary component of the elevator system or a building holding the elevator system in such a way that it cannot be set in rotation and in particular not with the rotating traction sheave can move along.
  • the stationary part of the brake can be fixed, for example, on a housing of the drive machine or on a part of the building holding the drive machine.
  • the stationary part of the brake can in turn consist of only one or preferably several components. These components can be movable relative to one another, but none of the components should be able to rotate with the rotation of the traction sheave. However, at least some of the components can be moved, for example, along linear paths or alternatively along curved paths, i.e. following a backdrop, for example.
  • the rotatable part of the brake can be understood to mean that part of the brake which is coupled directly or indirectly to the rotatable traction sheave in a rotationally fixed manner and can thus rotate together with the traction sheave.
  • the rotatable part of the brake can be, for example, a shaft coupled to the drive pulley, via which the drive pulley is driven by the drive machine, or a drum that is concentrically coupled to this shaft.
  • the rotatable part of the brake can also be one or more brake disks which are coupled non-rotatably to the traction sheave or its shaft.
  • a braking mechanism is arranged on the stationary part of the brake.
  • This braking mechanism consists of several components and has at least one displaceable braking element, a pretensioning mechanism and a release mechanism.
  • the displaceable braking element can, for example, be a type of brake pad or brake lining.
  • the braking element can be held by a displacement mechanism, for example in the form of a pivotable brake lever or a brake caliper, and can thus be displaced back and forth between different positions.
  • the displacement mechanism can have, for example, one or more lever arms which can be rotated or pivoted about one or more axes.
  • the braking element can be shifted back and forth between a braking configuration and a released configuration.
  • the braking element In the braking configuration, the braking element is positioned in such a way that it frictionally cooperates with the rotating part of the brake.
  • a surface of the braking element is in mechanical contact with a surface of the rotating part of the brake, so that there is friction at an interface between the two components and thus a braking effect is brought about by the braking element on the rotating part of the brake.
  • the braking element is positioned in such a way that it does not frictionally cooperate with the rotating part of the brake.
  • the braking element is, for example, at a distance from the surface of the rotating part of the brake, so that, in the absence of mechanical contact between the two components, there is no significant braking friction.
  • the biasing mechanism of the braking mechanism is configured to mechanically bias the displaceable braking element with an elastic bias towards its braking configuration.
  • the pretensioning mechanism should exert a force on the displaceable braking element, which force is directed and dimensioned in such a way that the braking element has a counteracting effect in the absence Forces is brought into its braking configuration, that is to say is pushed to a position in which it rests braking against the rotating part of the brake.
  • the pretensioning mechanism can be designed in such a way that the pretensioning force is effected elastically, i.e. that when a force acting counter to the pretensioning is exerted, the braking element can be moved away from its braking configuration and towards its released configuration.
  • the prestressing mechanism can apply a force directed towards the rotating part of the brake to the brake element assigned to it or to a displacement mechanism holding this brake element. This force biases the braking element towards the rotating part, but can be overcompensated by a correspondingly counteracting force so that the braking element can be moved into its released configuration if necessary.
  • the mechanical preload or force caused by the preload element leads to the braking element of the braking mechanism being pressed into its braking configuration and thus the brake braking or stopping a rotating movement of the rotatable part of the brake.
  • the pretensioning mechanism can for example have one or more elastic elements such as tension springs, elastomer elements or the like.
  • An elastic element can act, for example, on the displacement mechanism for displacing the braking element and apply force to it.
  • the release mechanism of the brake mechanism is configured to generate, if necessary, that force in a controlled manner, with the aid of which the mechanical pre-tension caused by the pre-tensioning mechanism can be overcompensated and the brake element can thus be displaced from its braking configuration into its released configuration. With the aid of the release mechanism, the entire brake can thus be temporarily released in order to allow rotation of the rotatable part of the brake and thus of the drive pulley coupled to it.
  • the release mechanism has an actuator which is configured to generate the desired force when it is actuated.
  • the actuator can through this Supplies of electrical power are operated.
  • the electrical power can be provided by applying an electrical voltage to the actuator or by causing an electrical current to flow through the actuator.
  • the force produced by the actuator varies depending on the strength of the electrical power supplied.
  • the force produced by the actuator preferably scales proportionally or linearly with the electrical power supplied.
  • a more or less strong force can thus be brought about, which counteracts the elastic prestress caused by the prestressing mechanism. If the force produced by the release mechanism by means of an actuator overcompensates the force produced by the biasing mechanism, the displaceable braking element changes from its braking configuration to its released configuration and the brake is thus released, i.e. freely moving. If the release mechanism is then deactivated again, that is, the electrical power supplied to its actuator is reduced and the force caused by it is reduced until it no longer overcompensates the force caused by the pretensioning mechanism, the displaceable brake element goes back into its braking configuration and the brake becomes closed.
  • a mechanical force measuring device for example in the form of a load cell or a load cell, can be used.
  • the force measuring device can for example be arranged between the braking element and the pretensioning mechanism and detect the forces acting between the two components.
  • a force measuring device must generally be provided as an additional component in the brake of the elevator installation and can thus increase its complexity and / or costs.
  • the need for additional components can preferably be dispensed with and thus increased complexity and / or costs can be avoided.
  • components that already exist in the brake can preferably be used in a suitable manner in order to obtain information about the current functional state of the brake.
  • the method proposed herein essentially comprises the steps described below.
  • the electrical power supplied to the actuator of the release mechanism is varied.
  • the electrical power supplied can be increased successively from a minimum initial value to a maximum final value, or conversely, it can be reduced from a maximum initial value to a minimum final value.
  • the electrical power supplied varies, it is observed when the braking mechanism or its braking element changes between the braking configuration and the released configuration. In other words, it is monitored when the configuration of the braking element changes due to the variation in the power supplied to the actuator of the release mechanism.
  • a value of the electrical power supplied is measured continuously or at short time intervals. In the event that the electrical power supplied is gradually increased, it can be observed when the braking element changes from its braking configuration to its released configuration.
  • the supplied electrical power is successively reduced, it can be observed when the braking element changes from its released configuration to the braking configuration.
  • a value of the supplied power which, when exceeded, changes the braking element from the braking configuration to the released configuration or vice versa, is referred to herein as the release power value.
  • this reference power value can have been determined in advance in various ways.
  • the reference performance value can, for example, implicitly be information also include at which electrical power supplied to the actuator the release mechanism should release or close the brake mechanism following target specifications when the brake is in a desired functional state.
  • the current functional state of the brake can finally be determined based on the comparison carried out previously between the release power value and the reference power value.
  • Information about this current functional state of the brake can for example be passed on to the elevator control so that it can decide, for example by analyzing this information, whether the brake is sufficiently functional and whether safe operation of the elevator system is guaranteed.
  • information can also be forwarded, for example, to an external monitoring device, for example to a control center operated by a maintenance service.
  • a mode of action of the release mechanism can be used in a targeted manner in the test method proposed here in order to obtain information about the current functional state of the brake.
  • the actuator of the release mechanism is successively subjected to different electrical voltages or different strengths of electrical currents are caused in it and it is observed when the force generated is so strong that the mechanical preload acting by the pretensioning mechanism on the braking element is overcompensated and the braking element is thus overcompensated is shifted into its released configuration and when the force generated is not strong enough for this.
  • the electrical power supplied is measured as the release power value.
  • This release power value implicitly contains information about the current functional state of the brake and can be analyzed by comparing it with the predetermined reference power value. The information about the functional state of the brake obtained through the comparison can then be used in the elevator system in order to ensure its safe operation.
  • the reference power value can be, for example, a reference value that was determined before the elevator installation was completed.
  • the reference power value can already be predetermined before the elevator system and in particular its brake have been installed.
  • the reference power value can be determined on the basis of experiments to be carried out beforehand and / or tests on an identical brake or a prototype of the brake.
  • the pretensioning mechanism can be set in such a way that when the release mechanism is completely deactivated, a pretensioning is exerted on the braking element that is sufficiently large to bring about a desired braking effect when frictionally interacting with the rotating part of the brake.
  • the force to be produced by the prestressing mechanism for this purpose can, for example, be specified as a target force and the force actually produced by the prestressing mechanism can, for example, be measured or controlled directly with the aid of a force measuring device.
  • the reference power value can then be, for example, that power value at which the electrical power supplied to the actuator of the release mechanism is sufficiently large to generate a force with the aid of the actuator which overcompensates the force caused by the pretensioning mechanism.
  • the reference power value can be determined as a corresponding power value at which the force caused by the release mechanism becomes greater than the setpoint force set in the pretensioning mechanism.
  • the reference power value can also be calculated analytically or numerically or determined with the aid of computer simulations.
  • physical properties of components of the brake can be taken into account.
  • a modulus of elasticity of an elastic component used in the pretensioning mechanism to generate the mechanical pretension can be taken into account in order to calculate or determine the force generated by the pretensioning mechanism, and then, based on this, the force required to compensate for this force can be fed to the actuator of the release mechanism electrical power can be calculated or determined.
  • the reference power value can be a measured power value.
  • the power value can be determined after completion of the elevator system and in particular immediately before the elevator system is put into operation, in particular specifically for the present system, in particular by a technician on site, in particular as part of a learning process, by varying and determining the electrical power supplied to the actuator of the release mechanism of Measured power value as the measured power value which, when exceeded, changes the braking element between the braking configuration and the released configuration.
  • the reference power value can be determined after the elevator installation including its brake has been completed.
  • the reference power value can be a real measured value. This measurement value can be determined in a manner similar to how the release performance value is determined during the method described herein.
  • the reference power value can preferably have been determined in a state of the completed elevator system in which, for example, due to other measures and / or supplementary measurements, it was ensured that the brake and in particular its pretensioning mechanism meet the desired target specifications.
  • the reference power value can have been determined in a state of the elevator system in which the brake has been checked in advance by a technician for the presence of a desired functional state and / or in which there is still no significant wear on the brake and / or other components the elevator system has occurred.
  • the reference performance value can be measured, for example, as part of a learning process.
  • the reference power value can be determined directly after completion of the elevator system and, if possible, before the elevator system is put into operation, by measuring the releasing power value while the electrical power supplied to the actuator of the release mechanism is varied and then storing this as a reference power value will.
  • currently measured release power values can then be compared with these previously recorded reference power values. By means of the comparison, it is possible, for example, to identify signs of wear on the brake, in particular those signs of wear which have an effect on the elastic pretension to be brought about by the pretensioning mechanism.
  • the reference power value is determined in this way under the conditions actually prevailing in the system. Tolerances, which are caused by the manufacture and / or installation of the system, are taken into account when determining of the reference performance value also taken into account. It can therefore happen that different reference performance values are determined for two systems that are identical on paper (of the same type) due to tolerances. Determining the reference power value in this way increases the accuracy of the method and thus reduces the probability that the method will judge a brake to be faulty, although the brake is still working well. In this way, costs that arise due to a stationary system and / or the use of a technician can be reduced.
  • the elevator system can be designed in such a way that it allows the variation, which in operation to carry out the test in a modified manner also during the installation and before the final commissioning of the system, in the simplest possible way, that is, for example, the determination of the automated as possible Reference performance value allows.
  • the comparison can be carried out as a comparison between the release power value and a minimum permissible reference power value.
  • the release power value is less than the minimum permissible reference power value, it can be established as the current functional state of the brake that the preload generated by the preloading mechanism is less than a minimum permissible preload.
  • the predetermined reference power value can represent a lower limit.
  • a minimum permissible reference power value can correspond, for example, to the power value which, when exceeded, the actuator of the release mechanism generates a relatively low force and this low force is already sufficient to compensate for the force generated by the pretensioning mechanism. If such a small force from the actuator is sufficient to compensate, this indicates that the force generated by the pretensioning mechanism is also relatively small.
  • the minimum permissible reference power value can correspond to a situation in which the force generated by the pretensioning mechanism is small, but just sufficient for the brake to function reliably.
  • the release power value actually measured during the test method is smaller than such a minimum permissible reference power value, this can be affected It can be interpreted that the pre-tension generated by the pre-tensioning mechanism is insufficient in order to be able to ensure a sufficient braking effect of the brake. In such a case, it can be determined that the current functional state of the brake is insufficient and, for example, maintenance or repair of the brake is required.
  • the actually predetermined reference power value can be selected in such a way that when an actual release power value corresponding to the reference power value is recognized, the brake does not actually come to a critical functional state, but rather until such a critical one occurs Functional state still remains for a certain period of time.
  • the minimum permissible reference power value can contain a power value tolerance that is to be determined in accordance with the application. It can thus be achieved that when a current, critical functional state of the brake is detected, there is still sufficient time to be able to take countermeasures until this critical functional state actually occurs.
  • the comparison can be carried out as a comparison between the release power value and a maximum permissible reference power value.
  • the release power value is greater than the maximum permissible reference power value, it can be established as the current functional state of the brake that the pre-tension generated by the pre-tensioning mechanism is greater than a maximum permissible pre-tension.
  • the predetermined reference power value can represent an upper limit.
  • a maximum permissible reference power value can correspond, for example, to the power value that must be supplied to the actuator of the release mechanism in order to generate a relatively large force that is necessary to compensate for the force generated by the pretensioning mechanism. If such a large force has to be generated by the release mechanism in order to open the pretensioning mechanism, this can indicate that the pretensioning mechanism is set with too high a mechanical pretension. Such a high mechanical preload can lead to overloads in the Guide the pretensioning mechanism or other components of the brake. If necessary, a case can even arise in which the force caused by the release mechanism is no longer able to release the pretensioning mechanism at all.
  • the release performance value can possibly be compared both with a minimum permissible reference performance value and with a maximum permissible reference performance value. This makes it possible to determine whether the release power value is within a permissible power value range within which correct functioning of the brake can be assumed, or whether this power value range has been left.
  • the method is initiated by an authorized technician during installation, commissioning and / or maintenance of the elevator system.
  • both the method itself and the brake monitoring device executing this method can be designed in such a way that its initiation can preferably or exclusively be carried out by an authorized technician.
  • An authorized technician can, for example, be a person who, based on their specialist knowledge and / or their affiliation with a company, is authorized to carry out installations, commissioning and / or maintenance work for elevator systems.
  • the method can be initiated, for example, in that the brake monitoring device is actuated or activated or a suitable program is started in the brake monitoring device, according to which the method is then carried out.
  • the brake monitoring device can request the technician to prove his authorization before the method is started.
  • the method can be repeated automatically at time intervals.
  • the brake monitoring device can, for example, be configured to initiate the method repeatedly in an automated manner at certain time intervals.
  • the time intervals can be selected periodically, i.e. the process is carried out repeatedly at fixed time intervals.
  • the time intervals between repeated executions of the method can result from the fact that initiation of the method is linked to the occurrence of certain events, i.e. the method is always carried out automatically when a certain event is detected in the elevator system.
  • the functional state of the brake can always be checked with the aid of the method when it is recognized that the elevator system is currently not being used by passengers, so that a test process can then be carried out undisturbed, during which the brake is briefly released and the elevator car for example Test drive is relocated.
  • its brake can have at least two brake mechanisms that can be activated separately from one another. In this way, for example, a redundancy can be achieved which can increase the reliability of the brake.
  • the method for checking the current functional state of the brake can be carried out with regard to both brake mechanisms.
  • the variation of the electrical power supplied to the actuator of the release mechanism of one of the brake mechanisms should preferably only be carried out at one of the two brake mechanisms at any point in time.
  • one of the braking mechanisms with its braking element always remains in the braking configuration, so that the brake as a whole can still prevent the elevator car from uncontrolled displacements, while the other braking mechanism is checked for its current functional state as part of the method proposed here, and its braking element may be briefly checked is placed in its solved configuration.
  • the brake can have a brake contact switch which is configured to detect a change in the braking element between the braking configuration and the released configuration.
  • the brake contact switch can be a switch which is actuated or not actuated depending on whether the braking element is in the braking configuration or in the released configuration. A transition of the braking element from its braking configuration to its released configuration or vice versa is thus associated with a change in a switching state of the brake contact switch.
  • the change in the switching state of the brake contact switch can thus serve as an initiating or triggering feature for the fact that the release power value is to be measured while the electrical power supplied to the actuator of the release mechanism is varied.
  • the brake contact switch can, for example, be a mechanical switch that is activated or deactivated when the braking element or a component mechanically coupled to it is released from the braking configuration Configuration moves.
  • the brake contact switch can also be any other type of switch, for example an inductively operating switch, a capacitively operating switch, an optically operating switch, etc., with the aid of which a change in the braking element between the braking and the released configuration can be detected.
  • the actuator of the release mechanism comprises an electromagnet which, by supplying the electrical power, brings about the force acting on the braking element and counteracting the elastic prestressing brought about by the prestressing mechanism.
  • an electromagnet can be used as an actuator of the release mechanism, in response to the electrical power to be supplied, to produce the force with which the prestress otherwise produced by the prestressing mechanism can be overcompensated.
  • the electromagnet can in this case have a coil which, by supplying the electrical power, generates a magnetic field which in turn pushes a movable actuator into a position where the force is to be produced.
  • An actuator designed with an electromagnet has a simple structure and can be easily controlled.
  • the electromagnet can be switched in such a way that it does not generate any force in the event of a power failure, so that the pretensioning mechanism presses the braking element into its braking configuration.
  • the brake monitoring device which is designed to carry out or control the method proposed herein, can be an electrical or electronic device that is configured to measure the electrical power supplied to the actuator of the release mechanism and to recognize when the braking element of the braking mechanism changes between the braking configuration and the released configuration, in order then to set the measured power as the released power value.
  • the brake monitoring device can, for example, the electrical voltage applied to the actuator from a power source or an electrical voltage in the actuator Measure flowing current.
  • the power source itself can vary the power supplied during the course of the procedure. Alternatively, the power source can also deliver a constant power and the power ultimately supplied to the actuator can be varied by another device such as the brake monitoring device.
  • the brake monitoring device can also have a data processing unit, for example in the form of a processor, with which data which reproduce the measured release power value can be processed and, in particular, compared with the predetermined reference power value.
  • the brake monitoring device can have a data memory in which such data can be stored in a volatile or non-volatile manner.
  • the brake monitoring device can have various data interfaces. One of these data interfaces can be configured to communicate with a brake contact switch and to read out its switching states. A data interface can also be provided via which information relating to the established current functional state of the brake can be output and, for example, forwarded to the elevator control.
  • the brake monitoring device can be a separate component within the elevator installation or it can be integrated into another component such as the elevator control.
  • the computer program product according to the fourth aspect of the invention contains computer-readable instructions that can be executed by a computer-like device such as the programmable brake monitoring device described above and instruct it to execute or control the method according to an embodiment of the first aspect of the invention.
  • the computer program product can be formulated in any computer language.
  • the computer-readable medium according to the fifth aspect of the invention has a computer program product according to the fourth aspect of the invention stored thereon.
  • the computer-readable medium can be any data storage medium such as, for example, a CD, a DVD, a flash memory, a ROM, a PROM, an EPROM or similar.
  • the computer-readable medium can alternatively also be part of a separate computer, a server or a data cloud, from which the computer program product can be downloaded via a network such as the Internet.
  • FIG. 1 shows a sectional view through an elevator installation according to an embodiment of the present invention.
  • FIG. 2 shows a front view of a brake of an elevator installation according to an embodiment of the present invention.
  • FIG. 1 shows an elevator system 1 which is configured to carry out a method for checking a current functional state of a brake of the elevator system 1 according to an embodiment of the present invention.
  • the elevator installation 1 comprises an elevator cage 3 which can be displaced within an elevator shaft 5 with the aid of a drive machine 11.
  • the elevator car 3 is held by rope-like suspension means 9, which via one of the Drive machine 11 driven traction sheave 13 run and which also hold a counterweight 7.
  • a brake 15 is provided on the drive machine 11.
  • the brake 15 is designed to brake a rotation of the drive pulley 13 of the drive machine 11 or to prevent the drive pulley 13 from such a rotation.
  • the brake 15, like the drive machine 11, is controlled by an elevator control 17.
  • a brake monitoring device 19 is integrated in the elevator control 17, with the aid of which the current functional state of the brake 15 can be monitored.
  • a possible embodiment of a brake 15 to be used in the elevator system 1 is shown.
  • the brake 15 has a rotatable part 45 and a stationary part 47.
  • the rotatable part 45 is coupled in a rotationally fixed manner to the drive pulley 13 to be driven in rotation by the drive machine 11.
  • the rotatable part 45 can be designed as a brake drum 23 which is coupled non-rotatably to a drive shaft 21 via which the drive machine 11 drives the drive pulley 13.
  • the stationary part 47 of the brake 15 cannot rotate together with the traction sheave 13 or with components coupled to it. Instead, the stationary part 47 is fixedly attached, for example, to the drive machine 11 or to a part of the elevator system 1 or of the building that houses the elevator system 1.
  • the stationary part 47 has a braking mechanism 65 which is composed of a displaceable braking element 27, a pretensioning mechanism 39 and a release mechanism 59.
  • the displaceable braking element 27 is designed as a brake lining 25 which is attached to a brake lever 29.
  • the braking element 27 can choose between a braking configuration in which the braking element 27 rests with one surface on the rotatable part 45 of the brake 15 and thus rubbing therewith cooperates, and a released configuration shown in the figure, in which the braking element 27 does not cooperate with the rotating part 45 of the brake 15, are displaced.
  • the brake lever 29 can be pivoted about a pivot bearing 33 to which one end of this brake lever 29 is attached. In the released configuration, the braking element 27 is spaced by a gap 31 from a peripheral surface of the brake drum 23 forming the rotatable part 45.
  • the brake 15 actually has two displaceable brake elements 27 in the form of two brake linings 25, which are each arranged symmetrically to the drive shaft 21 on a respective brake lever 29.
  • the brake levers 29 and their respective brake pads 25 embrace the brake drum 23 from opposite sides.
  • the pretensioning mechanism 39 of the brake 15 or of the brake mechanism 65 is designed to apply a pretensioning force 43 directed towards the other brake lever 29 to each of the brake levers 29.
  • a stationary counter bearing 41 is connected via a rod to a spiral spring 35 acting as an elastic element 37.
  • the spiral spring 35 is supported on an upper part of the associated brake lever 29 and is pretensioned in such a way that the brake lever 29, together with the brake lining 25 provided thereon, is subjected to the pretensioning force 43 in a direction towards the outer surface of the brake drum 23.
  • the braking element 27 is thus pressed toward its braking configuration with the pretensioning force 43.
  • the braking mechanism 65 In order to be able to release the brake 15, i.e. in order to be able to shift the braking element 27 from its braking configuration to its released configuration, the braking mechanism 65 also has the release mechanism 59.
  • the release mechanism 59 has an actuator 55 in the form of an electromagnet 49.
  • the electromagnet 49 comprises a coil 51 and a piston 53 that can be displaced relative to the coil 51.
  • the coil 51 can be supplied with electrical power from a power source 57. Depending on the electrical power supplied, the coil 51 generates a magnetic field which tries to displace the piston 53. Since, on the one hand, the coil 51 holding the housing of the Electromagnet 49 and, on the other hand, a push rod connected to piston 53 interacting with respective ends of the two brake levers 29, a force 61 can thus be brought about by a suitable supply of power to coil 51, which counteracts pretensioning force 43.
  • the brake 15 can be released in that its brake elements 27 are removed from the brake drum 23 by pressing the brake levers 29 apart.
  • a brake contact switch 63 can detect a change of the brake mechanism 65 between the braking configuration and the released configuration.
  • the brake monitoring device 19 can, on the one hand, determine how much power is currently being fed from the power source 57 to the actuator 55. On the other hand, the brake monitoring device 19 can exchange signals with the brake contact switch 63 in order to identify the configuration in which the brake elements 27 are currently located.
  • the electrical power supplied to the actuator 55 of the release mechanism 59 can now be varied in a targeted manner.
  • the currently supplied electrical power is measured and the power that is measured when the braking elements 27 change from their braking configuration to their released configuration, or vice versa, is defined and stored as the release power value.
  • the release power value measured in this way is then compared with a predetermined reference power value.
  • the reference performance value can, for example, have been determined in advance by means of preliminary tests or as part of a learning procedure.
  • the desired information about the current functional state of the brake 15 can then be derived based on the result of this comparison.
  • test procedure can be implemented as follows: It is assumed as a precondition that a safety circuit within the elevator system is closed, i.e. all doors are closed.
  • the elevator control then initiates a so-called dummy trip and activates the inverter which supplies the drive machine 11 with power.
  • the inverter then starts and possibly pre-loads an electric motor of the drive machine 11 with a torque (this is actually not absolutely necessary for the test, but it may be necessary so that the brake can be released).
  • the electrical voltage applied to the brake 15, and thus also the electrical current is then gradually increased.
  • the brake 15 opens, which is signaled, for example, by the brake contact switch 63, which in this case changes its state, an electrical current supplied to the brake is measured and stored or logged.
  • the brake is then held open for a few seconds by applying the voltage to hold the brake.
  • the voltage applied to the brake is then gradually reduced again.
  • the brake closes (again recognizable due to a change in the state of the brake contact switch 63)
  • the measured electrical current to the brake is again stored or logged.
  • the brake is then deactivated and the inverter switched off.
  • the stored or logged electrical currents fed to the brake can then be compared with reference values, the current functional state of the brake can be derived from them and finally the test process can be ended.
  • the measured electrical current required to open or hold open each brake can be stored as a reference. This reference value can then be used later, for example, during maintenance of the elevator installation as a reference performance value for a comparison.
  • the test can be initiated manually, for example by actuating a man-machine interface by an authorized technician. Alternatively or in addition, the test can be carried out automatically, for example during maintenance, and / or automatically repeated at certain time intervals.
  • the elastic element 37 i.e. the spiral spring 35
  • the elastic element 37 or the spiral spring 35 is set too soft or weakly. This can preferably be recognized before the brake fails completely. It can also be determined whether the elastic element 37 or the spiral spring 35 is too tight or strong, or whether its pretensioning force degrades over time.
  • order picking of the elevator system can be supported, for example by supporting or making it possible to check a mechanical adjustment or tightening of the spiral spring 35. Overall, the safety of the elevator installation 1 can be improved as a result.

Abstract

Sont décrits un procédé et un dispositif de surveillance de frein (19) permettant de vérifier un état fonctionnel présent d'un frein (15) d'une installation d'ascenseur (1). L'installation d'ascenseur (1) comporte une machine d'entraînement (11) qui entraîne en rotation une poulie d'entraînement (13). Le frein (15) présente une partie statique (47) et une partie rotative (45) qui est reliée de manière solidaire en rotation à la poulie d'entraînement (13). Un mécanisme de frein (65) doté d'un élément de frein (27) mobile, d'un mécanisme de précharge (39) et d'un mécanisme de libération (59) est agencé sur la partie statique (47). L'élément de frein (27) peut être déplacé entre une configuration de freinage et une configuration libérée. Le mécanisme de précharge (39) précharge mécaniquement l'élément de frein (27) dans le sens de sa configuration de freinage à l'aide d'une force de précontrainte élastique (43). Le mécanisme de libération (59) comporte un actionneur électrique (55) qui, d'une manière dépendant d'un niveau d'énergie électrique fournie à l'actionneur (55), exerce une force qui agit sur l'élément de frein (27) et qui s'oppose à la force de précontrainte élastique (43) conférée par le mécanisme de précharge (39). Le procédé consiste : à faire varier le niveau d'énergie électrique fournie à l'actionneur (55) du mécanisme de libération (59), et à mesurer une valeur de puissance de libération, lors du dépassement de cette dernière, l'élément de frein (27) effectuant un changement entre la configuration de freinage et la configuration libérée, à réaliser une comparaison entre la valeur de puissance de libération et une valeur de puissance de référence prédéterminée, et à identifier l'état fonctionnel présent du frein (15) sur la base du résultat de la comparaison.
EP21717053.9A 2020-04-06 2021-04-06 Procédé de vérification d'un état fonctionnel présent d'un frein d'une installation d'ascenseur, et installation d'ascenseur configurée de manière correspondante Pending EP4132873A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP20168221 2020-04-06
PCT/EP2021/058944 WO2021204804A1 (fr) 2020-04-06 2021-04-06 Procédé de vérification d'un état fonctionnel présent d'un frein d'une installation d'ascenseur, et installation d'ascenseur configurée de manière correspondante

Publications (1)

Publication Number Publication Date
EP4132873A1 true EP4132873A1 (fr) 2023-02-15

Family

ID=70224249

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21717053.9A Pending EP4132873A1 (fr) 2020-04-06 2021-04-06 Procédé de vérification d'un état fonctionnel présent d'un frein d'une installation d'ascenseur, et installation d'ascenseur configurée de manière correspondante

Country Status (5)

Country Link
US (1) US20230129571A1 (fr)
EP (1) EP4132873A1 (fr)
CN (1) CN115362114A (fr)
BR (1) BR112022019556A2 (fr)
WO (1) WO2021204804A1 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3061500B2 (ja) * 1993-02-16 2000-07-10 株式会社日立ビルシステム エレベータの電磁ブレーキ動作状態検出装置
DE502007002741D1 (de) * 2007-05-24 2010-03-18 Wittur Holding Gmbh Geschwindigkeits- und Beschleunigungsüberwachungseinheit mit elektronisch angesteuerter Servoauslösung zum Einsatz für Fördermittel
CN101861278B (zh) * 2007-11-14 2013-10-09 因温特奥股份公司 用于驱动和保持电梯轿厢的电梯驱动装置和方法，相应的方法以及制动装置和用于减速和保持电梯轿厢的方法和附属的方法
JP6042259B2 (ja) * 2013-04-25 2016-12-14 株式会社日立ビルシステム 制動装置の動作特性評価装置
US20170001832A1 (en) 2013-12-09 2017-01-05 Inventio Ag Brake force monitoring of an elevator brake
ES2686202T3 (es) * 2014-09-24 2018-10-16 Inventio Ag Freno de ascensor
JP6603483B2 (ja) * 2015-05-28 2019-11-06 株式会社日立ビルシステム 異常検出装置、および異常検出方法
JP2016223615A (ja) * 2015-06-03 2016-12-28 株式会社日立ビルシステム 電磁ブレーキ装置、巻上機及びエレベータ
BR112017025853B1 (pt) * 2015-06-30 2022-12-20 Inventio Ag Dispositivo de monitoramento para um sistema de elevador, processo para monitoramento de um parâmetro de funcionamento de um sistema de elevador e sistema de elevador
CN108147240B (zh) * 2017-12-06 2019-06-21 天津市特种设备监督检验技术研究院(天津市特种设备事故应急调查处理中心) 一种数字化的电梯制动能力监测及预警方法
CN110002308B (zh) * 2019-04-02 2023-05-12 冯光辉 实时监测电梯制动器制动能力的方法

Also Published As

Publication number Publication date
US20230129571A1 (en) 2023-04-27
CN115362114A (zh) 2022-11-18
WO2021204804A1 (fr) 2021-10-14
BR112022019556A2 (pt) 2022-11-16

Similar Documents

Publication Publication Date Title
EP1671912B1 (fr) Système d'ascenseur avec unité de freinage et méthode pour mantenir l'ascenseur en position arrêtée
DE69509265T3 (de) Vorrichtung in einem Aufzugsübergeschwindigkeitsbegrenzer
EP3197812B1 (fr) Frein d'ascenseur
EP1862419B1 (fr) Installation d'élévation ayant un dispositif de freinage et procédé de freinage dans une installation d'élévation
EP3405423A1 (fr) Dispositif de freinage pour une cabine d'un système d'ascenseur
EP3197811B1 (fr) Frein d'ascenseur
EP1733992A1 (fr) Dispositif parachute
EP1930282A1 (fr) Dispositif de freinage destiné à arrêter et à freiner une cabine d'ascenseur dans une installation d'ascenseur et procédé destiné à arrêter et freiner une installation d'ascenseur
EP1800809A1 (fr) Dispositif de freinage pour un actionneur de robot et méthode pour surveiller l'état d'un frein
DD156523A5 (de) Arbeitsverfahren fuer eine elektromotorische bremsbetaetigungsvorrichtung,insbesondere bei schienenfahrzeugen und vorrichtung zur durchfuehrung des verfahrens
EP1806837B1 (fr) Méthode pour tester la fonction de freinage d'un entraînement du robot
EP1507987B1 (fr) Concept a securite intrinseque pour un frein electromecanique servo-assiste
EP3898477B1 (fr) Procédé et commande du frein permettant de commander un frein d'une installation d'ascenseur
EP2583072B1 (fr) Banc d'essai de freinage doté d'un actionneur de frein électrique
EP3908490B1 (fr) Procédé pour régler un jeu entre la garniture et le disque d'un frein électromécanique ainsi que frein et appareil de commande associés
EP3383781A1 (fr) Procédé de commande d'un dispositif de freinage d'une installation d'ascenseur
EP3774628A1 (fr) Système d'ascenseur
EP2219984B1 (fr) Entraînement d'ascenseur et procédé d'entraînement et d'arrêt d'une cabine d'ascenseur, procédé correspondant, et système de freinage et procédé de freinage et d'arrêt d'une cabine d'ascenseur et procédé correspondant
EP2522874A1 (fr) Entraînement d'ascenseur doté d'un frein
EP4132873A1 (fr) Procédé de vérification d'un état fonctionnel présent d'un frein d'une installation d'ascenseur, et installation d'ascenseur configurée de manière correspondante
DE10106377C2 (de) Elektromechanische Bremszuspanneinrichtung
WO2009124810A1 (fr) Frein électromécanique à auto-serrage
EP1923346B1 (fr) Dispositif de freinage, installation d'ascenseur et procédé de détermination d'une fonction du dispositif de freinage et ensemble de modernisation
DE102012111071A1 (de) Sicherheitseinrichtung für eine Aufzugkabine einer Aufzuganlage und Verfahren zur Sicherung einer Aufzugkabine
DE102017204123A1 (de) Verfahren zum Bremsen einer Maschine und Maschine

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20220920

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20240325