HK40112970A - Elevator parking brake, method for operating an elevator parking brake, and control device for an elevator parking brake - Google Patents

Description

Elevator parking brake, method for operating elevator parking brake, and control device for elevator parking brake

Technical Field

This disclosure relates to an elevator parking brake, a method for operating an elevator parking brake, and a control device for an elevator parking brake.

Background Technology

When the elevator car arrives at a floor in the elevator shaft, it is brought to the door area before passengers are allowed to enter or leave the elevator car, so that the elevator car threshold and the floor threshold are aligned.

As passengers enter or leave the elevator car, the load applied to the car changes, and the suspension ropes suspending the car elastically deform. This causes a change in tension in the suspension ropes, which can cause the elevator car to move up or down in the elevator shaft. This upward or downward movement results in misalignment between the elevator car threshold and the landing threshold. Misalignment creates a step between the elevator car and the landing, posing a tripping hazard and making it impossible for other passengers to safely board and alight.

Traditionally, elevator suspension ropes have been designed to be excessively large, meaning they are much thicker than actually needed relative to the desired load-bearing capacity. This results in improved passenger comfort and parking accuracy, but also a significant increase in the weight of the suspension ropes. This is particularly true in high-rise applications, such as in tall buildings, where the advantages of excessive size are thus limited by the maximum weight of the suspension ropes.

To prevent the suspension ropes from becoming too large and to ensure proper alignment of the elevator car door and landing door, an elevator parking brake is used. The parking brake holds the elevator car in its position during loading and unloading and releases its grip after the load has been transferred to the suspension ropes and the car and landing doors have closed, before the elevator resumes operation.

The purpose of this disclosure is to provide an elevator parking brake with a simple configuration that increases passenger safety and comfort, a method for operating the elevator parking brake that increases passenger safety and comfort, and a control device for the elevator parking brake that increases passenger safety and comfort.

Summary of the Invention

According to one aspect of the present invention, a method for operating an elevator parking brake, the elevator parking brake for braking an elevator car, the elevator car being guided along an elevator shaft by guide rails and suspended by suspension ropes, the suspension ropes being lifted by a traction sheave, the method comprising the steps of: activating the elevator parking brake to bring the brake pads of the elevator car into contact with the guide rails; prior to allowing loading and/or unloading of the elevator car, acquiring a first suspension rope force in the suspension ropes or a first traction sheave torque applied to the traction sheave, the first suspension rope force being detected by a load sensor located at the upper suspension point of the suspension rope, the load sensor being located between the traction sheave and the traction sheave mounting point in the elevator shaft, the first traction sheave torque being obtained from the traction sheave torque... The device detects: when the elevator parking brake is held in the active state, it allows loading and/or unloading of the elevator car to allow differential load to be applied to the elevator car, with the elevator parking brake bearing at least partially the differential load; while the elevator parking brake is held in the active state and after allowing loading and/or unloading of the elevator car, it acquires a second suspension rope force in the suspension rope or a second traction rope sheave torque applied to the traction rope sheave; it tightens or loosens the suspension rope to at least partially transfer the differential load borne by the elevator parking brake to the suspension rope while the elevator parking brake remains in the active state; and after tightening or loosening the suspension rope, it deactivates the elevator parking brake by retracting the brake pad from the guide rail.

According to the method described above for operating the elevator parking brake, the tension of the suspension ropes can be appropriately adjusted before releasing the elevator parking brake. The rope tension is adjusted based on changes in the elevator car load during loading and/or unloading. Therefore, the elevator car door and landing door are aligned during loading and/or unloading. This effectively prevents tripping hazards. Furthermore, because the suspension ropes are appropriately loosened or tightened according to changes in the elevator car weight, the elevator car's fall or jump after loading and/or unloading can be prevented. Therefore, passenger safety and comfort can be improved.

The method for operating an elevator parking brake may further include the following steps: comparing a first suspension rope force with a second suspension rope force, or comparing a first traction sheave torque with a second traction sheave torque, and if the second suspension rope force is greater than the first suspension rope force or the second traction sheave torque is greater than the first traction sheave torque, then determining that the suspension rope should be tightened; and if the second suspension rope force is less than the first suspension rope force or the second traction sheave torque is less than the first traction sheave torque, then determining that the suspension rope should be loosened.

Therefore, the suspension ropes can be quickly and reliably determined based on changes in the weight of the elevator car, in order to further improve passenger comfort and safety as well as door-to-door time.

The method for operating the elevator parking brake may further include the following steps: when the slope of the second suspension rope force or the slope of the second traction sheave torque relative to the rotation angle of the traction sheave becomes lower than a threshold, the tightening or loosening of the suspension rope is stopped, wherein the suspension rope is tightened and loosened by the rotation angle of the traction sheave.

Therefore, it can be reliably detected that the load on the elevator car is essentially borne by the suspension ropes, because the rope tension in the suspension ropes does not change or changes only slightly when the ropes are further loosened or tightened. Therefore, the rope tension can be reliably detected for accurate brake activation. This further improves passenger safety and comfort.

In the method for operating the elevator parking brake, a second suspension rope force or a second traction sheave torque can be obtained after the loading and/or unloading of the elevator car has stopped.

Therefore, the suspension rope tension adjustment is performed only once when the elevator car loading or unloading is complete. Thus, the suspension rope tension is not constantly adjusted during loading and unloading. This simplifies the method used to operate the elevator parking brake and avoids unnecessary adjustments to the suspension rope tension while the elevator car load is still changing.

According to another aspect of the present invention, a method for operating an elevator parking brake includes the steps of determining whether an elevator car in an elevator shaft is located at or below a predetermined limit floor, activating the elevator parking brake before allowing loading and/or unloading of the elevator car when the elevator car in the elevator shaft is located at or below the predetermined limit floor, and prohibiting activation of the elevator parking brake before allowing loading and/or unloading of the elevator car when the elevator car in the elevator shaft is located on a floor above the predetermined limit floor.

On lower floors, the suspension ropes are longest and have the greatest elongation. Therefore, elevator parking brakes are only used on lower floors, not on higher floors where they are not needed. This allows for quick and easy starting on higher floors by reducing door-to-door time and simplifying elevator control. Furthermore, this method increases the lifespan of the elevator parking brake.

In a method for operating an elevator parking brake, a predetermined limit floor can be determined based on the mass of the elevator car and predetermined limit values for the maximum permissible sag and bounce of the elevator car.

Therefore, the limit floors are appropriately determined based on the parameters affecting sag and bounce characteristics and the limits of permissible sag and bounce characteristics, which are set according to passenger safety and comfort.

The aforementioned methods for operating the elevator car can be combined to control the elevator parking brake when the elevator car in the elevator shaft is at or below a predetermined limit floor. This allows for appropriate adjustment of the suspension rope tension before disengaging the parking brake, and the parking brake is not used on floors above the predetermined limit floor. This combined method for operating the elevator parking brake provides superior passenger comfort and safety, as well as rapid and easy start-up of the elevator car at higher floors.

According to another aspect of the invention, the control device for the elevator parking brake is configured to perform the above-described method for operating the elevator parking brake.

According to another aspect of the invention, an elevator parking brake includes a parking brake frame attachable to an elevator car, a brake pad configured to contact a guide rail that guides the elevator car along an elevator shaft, and an actuation mechanism mounted on the parking brake frame for contacting the brake pad with the guide rail. The actuation mechanism includes a motor, an actuating member, and a conversion mechanism configured to convert motion of the motor into linear motion of the actuating member, thereby causing the brake pad to contact the guide rail.

Due to the aforementioned structure of the elevator parking brake with a conversion mechanism, the motor's motion can be appropriately converted into the motion of the brake pads of the elevator parking brake. Therefore, even when using a standard motor, a suitable speed profile can be obtained for the brake pads, and the motor can apply sufficient force to reliably brake the elevator car by appropriately selecting the conversion ratio between the motor's motion and the brake pads' motion. Because of the aforementioned structure of the elevator parking brake, a rotary drive or a linear drive can also be used as the motor.

In an elevator parking brake, the parking brake frame can be movably attached to the elevator car to allow a predetermined amount of movement between the parking brake frame and the elevator car in the direction of gravity.

Therefore, the elevator parking brake allows movement between the parking brake frame and the elevator car, enabling the suspension ropes to be loosened or tightened to support varying loads on the elevator car. Thus, the elevator parking brake supports a method for operating the elevator parking brake in which the tension of the suspension ropes can be appropriately adjusted before the elevator parking brake is released.

In elevator parking brakes, the switching mechanism may include planetary roller screws.

In the elevator parking brake, the motor can be an electric radial flux motor.

Therefore, the drive mechanism of the elevator parking brake is configured with industrial components of various sizes. Thus, the parking brake is scalable for different applications (e.g., various elevator car capacities). Furthermore, the elevator parking brake can be manufactured in a compact size.

In the elevator parking brake, the switching mechanism may also include a reduction gear to reduce the speed of the motor.

Therefore, even using a small motor as the driver for the brake pads, the brake pads of an elevator parking brake can apply a large force. Consequently, elevator parking brakes can be manufactured more cheaply and in a more compact size.

In the elevator parking brake, the conversion mechanism may also include a cam mechanism with a drive profile, wherein the drive profile is at least partially configured to convert the motion of the motor into linear motion of the actuating member.

Therefore, by mechanically transmitting the uniform motion of the motor to the actuating component, a separate velocity profile of the brake pads in the elevator parking brake can be obtained. Furthermore, due to the aforementioned structure of the elevator parking brake with a cam mechanism, a large conversion ratio can be achieved using a very small installation space.

In an elevator parking brake, the drive profile can be configured at least partially to set a variable conversion ratio between the motion of the motor and the linear motion of the actuating component.

In an elevator parking brake, the drive profile may include a closing profile and a tightening profile. The closing profile is configured to position the actuating member before the brake pad contacts the guide rail. The tightening profile is continuous with the closing profile and is configured to position the actuating member when the brake pad contacts the guide rail. Furthermore, in the elevator parking brake, the slope of the tightening profile, defined as the linear change in position of the actuating member divided by the change in the rotational angle of the drive profile when the actuating member is positioned by the tightening profile, can be less than the slope of the closing profile, defined as the linear change in position of the actuating member divided by the change in the rotational angle of the drive profile when the actuating member is positioned by the closing profile.

Based on the aforementioned structure of the elevator parking brake, a separate velocity profile of the brake pad's movement can be obtained by mechanically transmitting the uniform motion of the motor to the actuating component. Furthermore, this separate velocity profile of the brake pad exhibits the following characteristics: initially, the brake pad moves towards the guide rail at high speed to quickly close the gap between the brake pad and the guide rail; subsequently, upon contact with the guide rail, the brake pad's moving speed decreases, allowing it to apply a high force. This configuration of the elevator parking brake enables a rapid response time and high braking force using the uniform motion of the actuator. Therefore, the door-to-door time of the elevator can be reduced, and a small, inexpensive motor can be used as the actuator for the elevator parking brake.

In an elevator parking brake, when the drive profile is rotated in one direction, the closing profile can provide an increased conversion ratio on the closing profile, and when the drive profile is rotated in one direction, the tightening profile can provide an increased conversion ratio on the tightening profile.

Therefore, as the brake pads move toward the guide rail, their speed continuously decreases. Furthermore, once contact is established between the brake pads and the guide rail, the braking force continuously increases. Thus, the brake pads move smoothly without abrupt changes in speed.

In an elevator parking brake, the cam mechanism may have a cam member that is driven to rotate by the movement of a motor. A drive profile may be formed on the cam member and may contact an actuating member. The drive profile may be configured to convert the rotational motion of the cam member into the linear motion of the actuating member, and the direction of the linear motion of the actuating member may be perpendicular to the rotation axis of the cam member and the drive profile.

Alternatively, in an elevator parking brake, the drive profile can be formed on the actuating member, and the linear motion direction of the actuating member can be parallel to the rotation axis of the drive profile.

With the above configuration of the elevator parking brake, a compact and reliable mechanical transmission device can be used to achieve a variable conversion ratio between the movement of the motor and the movement of the brake pads.

The elevator parking brake may also include an auxiliary brake pad, which is arranged at a predetermined distance from the brake pad so that a guide rail can be inserted between them. Furthermore, the actuation mechanism may also include an auxiliary actuation member configured to contact the auxiliary brake pad with the guide rail, the linear movement of the auxiliary actuation member being synchronous with and opposite to the linear movement of the actuation member.

Alternatively, the elevator parking brake may also include an auxiliary brake pad and a retaining spring that elastically connects the auxiliary brake pad to the parking brake frame. Furthermore, the auxiliary brake pad and the brake pad may be arranged at a predetermined distance from each other, allowing a guide rail to be inserted between them.

Therefore, a uniform braking force can be applied from two opposite sides of the guide rail using the brake pads and auxiliary brake pads of the elevator parking brake. This configuration increases the reliability and lifespan of the braking mechanism by avoiding asymmetrical loads applied to the guide rail and the elevator parking brake.

Attached Figure Description

Various aspects of this disclosure are best understood from the following detailed description taken in conjunction with the accompanying drawings. For clarity, the drawings are schematic and simplified, and they show only details to improve understanding of the claims, while other details are omitted. Individual features of each aspect may be combined with any or all features of other aspects. These and other aspects, features, and/or technical effects will become apparent and elucidated with reference to the illustrations described below, wherein:

Figure 1 illustrates an elevator system including an elevator parking brake according to a first embodiment of the present disclosure;

Figure 2A schematically illustrates the suspension rope force and traction sheave torque during the loading and/or unloading of the elevator car;

Figure 2B schematically illustrates the suspension rope force and traction sheave torque during the tightening and loosening of the suspension rope of the suspended elevator car;

Figure 3A schematically illustrates an elevator parking brake according to a third embodiment of the present disclosure;

Figure 3B shows a variant of the elevator parking brake according to a third embodiment of the present disclosure;

Figure 4 illustrates an elevator parking brake according to a fourth embodiment of the present disclosure;

Figure 5A shows an elevator parking brake according to a fifth embodiment of the present disclosure;

Figure 5B shows the cam mechanism of an elevator parking brake according to a fifth embodiment of the present disclosure;

Figure 5C illustrates the working cycle of the cam mechanism of the elevator parking brake according to the fifth embodiment of the present disclosure;

Figure 6A shows an elevator parking brake according to a sixth embodiment of the present disclosure;

Figure 6B schematically illustrates an example relationship between the rotation angle of the cam mechanism according to the sixth embodiment of the present disclosure and the resulting displacement of the actuating member of the elevator parking brake;

Figure 6C illustrates an improved cam mechanism for an elevator parking brake according to a sixth embodiment of this disclosure; and

Figure 7 shows an elevator parking brake according to a seventh embodiment of the present disclosure.

Detailed Implementation

The following detailed description, illustrated in conjunction with the accompanying drawings, is intended as a description of various configurations. For the purpose of providing a thorough understanding of the various concepts, the detailed description includes specific details. However, it will be apparent to those skilled in the art that these concepts can be practiced without these specific details.

First Embodiment

Figure 1 illustrates an elevator system including the elevator parking brake 1 of this disclosure. Figure 3A shows an example of the elevator parking brake 101, which can be used as the elevator parking brake 1 in the elevator system shown in Figure 1.

The elevator system also includes an elevator car 2, which is arranged in an elevator shaft 4 for upward/downward movement. The movement of the elevator car 2 is guided by guide rails 3, which are fixed to opposite sides of the elevator shaft 4 and extend along opposite sides of the elevator shaft in the upward/downward direction. In this embodiment, two guide rails 3 are used. Alternatively, only one guide rail 3 or three or more guide rails 3 may be provided to guide the elevator car 2.

The elevator system also includes a suspension rope 5 for suspending the elevator car 2. That is, when the elevator parking brake 1 is deactivated, the load on the elevator car 2 is borne by the suspension rope 5. The force of the suspension rope is referred to as the tension in the longitudinal direction of the suspension rope 5. One end of the suspension rope 5 is fixed to an upper suspension rope suspension point 26 located at the top of the elevator shaft 4. The suspension rope 5 extends downward from the upper suspension rope suspension point 26 to the elevator car 2, winds around a pair of pulleys 8 fixed to the elevator car 2, extends upward toward the top of the elevator shaft 4, and winds around a traction sheave 7. In this embodiment, one suspension rope 5 is used. More than one suspension rope 5 may also be provided for suspending the elevator car 2 in the elevator shaft 4. The counterweight carried by the suspension rope 5 and the suspension point of the remaining end of the suspension rope 5 at the top of the elevator shaft 4 are not shown in Figure 1. The counterweight is used to balance the weight of the car 2 on the opposite side of the traction sheave 7.

The rope ratio in the elevator system shown in Figure 1 is 2:1. The use of the elevator parking brake according to the present invention is not limited to any rope ratio in the elevator system or is prevented by any rope ratio in the elevator system.

The traction sheave 7 is driven by a drive motor (not shown) and configured to extend and shorten the length of the suspension rope 5 between the upper suspension rope suspension point 26 and the traction sheave 7 by rotating counterclockwise and clockwise, respectively. Therefore, when the elevator parking brake 1 is deactivated, the elevator car 2 moves downward and upward in the elevator shaft 4, respectively. The torque applied to the axis of rotation of the traction sheave 7 is called the traction sheave torque.

The elevator parking brake 1 is configured to substantially hold the elevator car 2 in position relative to the guide rail 3 by contacting the brake pad 108 of the elevator parking brake 1 (for example, see Figure 3A) with the guide rail 3. This substantially prevents movement of the elevator car 2 along the elevator shaft 4. When the elevator parking brake 1 is activated, the counterclockwise and clockwise rotation of the traction sheave 7 causes the suspension rope 5 between the upper suspension rope suspension point 26 and the traction sheave 7 to loosen and tighten, respectively.

As shown in Figure 1, the elevator system also includes a control device 6. The control device 6 is connected to the elevator parking brake 1 and configured to control (operate) the elevator parking brake 1 (e.g., to activate and deactivate the elevator parking brake 1). Furthermore, the control device 6 is connected to the drive motor of the traction sheave 7 and configured to control (operate) the drive motor (e.g., to cause the traction sheave 7 to rotate in both counter-clockwise and clockwise directions).

Furthermore, the control device 6 is configured to acquire the traction sheave torque detected by the traction sheave torque acquisition device. In this embodiment, the traction sheave torque acquisition device is a controller for the drive motor of the traction sheave 7, which is capable of detecting the operating conditions of the drive motor (e.g., power, speed, voltage, and current). The traction sheave torque is determined by the operating conditions of the drive motor.

Alternatively, the traction sheave torque acquisition device can be a torque measuring device configured to measure the torque of the traction sheave. In this case, the control device 6 is configured to acquire the traction sheave torque measured by the torque measuring device.

Furthermore, as shown in Figure 1, the control device 6 is connected to a load sensor located at the suspension point 26 of the upper suspension rope. The load sensor is a conventionally known technology and is configured to measure the suspension rope force at the suspension point 26. The control device 6 is configured to acquire the suspension rope force measured by the load sensor. Alternatively, the load sensor may also be located between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4.

Preferably, only one of the load sensor located at the upper suspension rope suspension point 26 or between the traction sheave 7 and the traction sheave torque acquisition device is provided. Alternatively, for example, any one of the load sensor located at the upper suspension rope suspension point 26, the load sensor located between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4, and the traction sheave torque acquisition device can be provided together to improve the accuracy of the elevator parking brake.

The method for operating an elevator parking brake according to the first embodiment is described below with reference to Figures 1, 2A and 2B.

The method for operating the elevator parking brake according to the first embodiment can be performed using any elevator parking brake suitable for braking the elevator car 2, which is guided along the elevator shaft by the guide rail 3 and suspended by the suspension rope 5, which is lifted by the traction sheave 7.

In the first step, the elevator parking brake 1 is activated by bringing the brake pads 108, 208, 308, 408, and 508 of the elevator parking brake 1 into contact with the guide rail 3. In this embodiment, the elevator parking brake 1 is activated when the elevator car 2 reaches the desired floor height along the elevator shaft.

The elevator parking brake 1 can also be activated before the elevator car 2 reaches the landing (i.e., while the elevator car 2 is still moving along the elevator shaft). Therefore, the cable tension is reduced during the deceleration of the descending elevator car 2, and the dynamic fluctuations (so-called bounce) of the suspension cable force can be mitigated.

In the second step, before the elevator parking brake 1 is held in the activated state and before the loading and/or unloading of the elevator car 2 is permitted, the first suspension rope force _F0 in the suspension rope 5 is obtained by means of the detection of the load sensor at the upper suspension rope suspension point 26, which is located between the traction rope sheave 7 and the traction rope sheave mounting point of the elevator shaft 4, or by means of the detection of the traction rope sheave torque acquisition device, the first traction rope sheave torque _M0 applied to the traction rope sheave 7 is obtained.

In the third step, loading and/or unloading conditions are permitted. Loading and/or unloading conditions refer to the state where the elevator car 2 is located at a desired floor along the elevator shaft 4 and where increasing and/or decreasing the load on the elevator car 2 is permitted (e.g., when the elevator car doors and landing doors are open to allow passengers to board and/or exit the elevator car 2). Specifically, the state allowing loading and/or unloading of the elevator car 2 refers to the predetermined degree of opening of the elevator car doors and landing doors. Specifically, the predetermined degree of opening refers to the half-open state when passengers have boarded and/or exited the elevator car 2. Therefore, during loading and/or unloading conditions, a differential load is permitted to be applied to the elevator car 2. For example, when a passenger boards the elevator car 2, the total load on the elevator car 2 increases, i.e., the differential load becomes greater than zero. On the other hand, when a passenger exits the elevator car 2, the total load on the elevator car 2 decreases, i.e., the differential load becomes less than zero.

The elevator parking brake 1 allows a predetermined amount of movement in the direction of gravity between the elevator car 2 and the guide rails 3 by being movably attached to the elevator car 2. Therefore, when a differential load is applied to the elevator car 2, at least a portion of the differential load is borne by the elevator parking brake 1, and the other portion is borne by the suspension rope. Figure 2A shows this change in the suspension rope force F as a function of time, detected by a load sensor at the suspension point 26 of the suspension rope, a load sensor located between the traction sheave 7 and the traction sheave mounting point of the elevator shaft 4, or this change in the traction sheave torque as a function of time, detected by the traction sheave torque acquisition device. Before the load changes, the parking brake is centered in its attachment, for example by a centering spring, thereby allowing a predetermined amount of movement in the vertical direction. As the load in the car changes over time, the parking brake 1 reaches its limit of permissible movement. Any further increase or decrease in the differential load is supported by the parking brake 1 and therefore does not appear as an increase or decrease in the suspension rope force F or the traction pulley torque M.

In the fourth step, while the elevator parking brake 1 remains in the activated state and after the loading and/or unloading of the elevator car 2 is permitted, the second suspension rope force _F1 in the suspension rope 5 or the second traction sheave torque _M1 applied to the traction sheave 7 is obtained.

Preferably, the second suspension rope force _F1 or the second traction sheave torque _M1 is obtained after the loading and/or unloading of the elevator car 2 has stopped, for example, after the doors are closed and the load on the elevator car 2 no longer changes. Alternatively, the fourth step can be performed multiple times during this period, i.e., while the load on the elevator car 2 is still changing.

By comparing the first suspension rope force _F0 with the second suspension rope force _F1 , it is determined that in order to substantially support the elevator car 2 with a new load through the suspension rope tension, if the second suspension rope force _F1 is higher than the first suspension rope force _F0 or the second traction sheave torque _M1 is higher than the first traction sheave torque _M0 , the suspension rope 5 will be tightened; conversely, if the second suspension rope force _F1 is lower than the first suspension rope force _F0 or the second traction sheave torque _M1 is lower than the first traction sheave torque _M0 , the suspension rope 5 will be loosened.

In the fifth step, the suspension rope 5 is tightened or loosened to at least partially transfer a portion of the differential load borne by the elevator parking brake 1 to the suspension rope 5, while the elevator parking brake 1 remains in the activated state. This increase and decrease in the suspension rope force and the torque of the traction sheave are shown in Figure 2B. Thus, at least a portion of the differential load borne by the elevator parking brake 1 is released from the elevator parking brake 1. Preferably, the entire differential load borne by the elevator parking brake 1 is transferred to the suspension rope 5, such that the elevator parking brake 1 does not bear any force between the elevator car 2 and the guide rail 3 in the direction of gravity (upward/downward direction).

When the suspension rope 5 is tightened (by increasing the rotation angle of the traction sheave 7) or loosened (by decreasing the rotation angle of the traction sheave 7) in the fifth step, the control device 6 acquires and monitors the slope representing the change in the force of the second suspension rope or the slope representing the change in the torque of the second traction sheave. When the slope of the force of the second suspension rope or the slope of the torque of the second traction sheave relative to the rotation angle of the traction sheave 7 (through which the suspension rope 5 is tightened and loosened) is at or below a predetermined threshold, the tightening or loosening of the suspension rope 5 is stopped.

In this embodiment, the threshold is zero. Alternatively, other thresholds can be considered.

As shown in Figure 2B, when the rotation angle of the traction sheave 7 is further increased or decreased, the slopes of the suspension rope force and the traction sheave torque change to a horizontal line (corresponding to no change in the suspension rope force or the traction sheave torque). When this change in the slope of the suspension rope force or the traction sheave torque is detected, it is determined to stop tightening or loosening the suspension rope 5.

In the sixth step, after the suspension rope 5 has been tightened or loosened in the fifth step, the elevator parking brake 1 is deactivated by retracting the brake pads 108, 208, 308, 408, and 508 from the guide rail 3. This allows the elevator car 2 to resume moving along the elevator shaft.

According to the method for operating the elevator parking brake according to the first embodiment described above, the elevator car threshold and the landing threshold are aligned during loading and/or unloading. Therefore, the risk of tripping is effectively prevented.

Furthermore, according to the method for operating the elevator parking brake according to the first embodiment described above, the elevator car can be prevented from falling or jumping when the parking brake is released after loading and/or unloading the car, because the suspension rope is appropriately loosened or tightened according to the change in the weight of the elevator car.

In addition, a control device 106 for the elevator parking brake 1 is provided. The control device 106 for the elevator parking brake 1 is configured to perform the above-described method for operating the elevator parking brake.

Control device 106 can be used as control device 6.

Second Embodiment

The following describes a method for operating an elevator parking brake according to a second embodiment.

The method for operating the elevator parking brake according to the second embodiment can be performed using any elevator parking brake suitable for braking the elevator car 2, which is guided along the elevator shaft by the guide rail 3 and suspended by the suspension rope 5, which is lifted by the traction sheave 7.

In the first step of the method for operating the elevator parking brake according to the second embodiment, it is determined whether the elevator car 2 in the elevator shaft is located at or below a predetermined limit floor.

The limit floors are determined based on the total suspension stiffness (type and number of suspension ropes, yarn ratio, length of suspension rope between elevator car and traction sheave, elevator car isolation stiffness, and suspension rope fixing spring stiffness), the mass of the elevator car (which affects, for example, the bounce frequency and the stiffness of conventional steel suspension ropes due to their nonlinear force-strain relationship), and the limits of elevator car sagging and bouncing.

As an example, the ultimate floor can be determined based on the ultimate suspension rope length L calculated using the following example:

In the example calculation above, EA is the axial stiffness of the lifting rope, n _sr is the number of suspension ropes, r is the threading ratio of the elevator, Δx is the limit value of elevator car sag with one passenger, m _p is the mass of a passenger, g is the gravitational acceleration near the Earth's surface, and k _pl is the stiffness of the car isolation layer (e.g., the isolation layer between the car and the slings supporting it).

In the second step, when the elevator car 2 in the elevator shaft is at or below the predetermined limit floor, the elevator parking brake 1 is activated before loading and/or unloading of the elevator car 2 is permitted. When the elevator car 2 in the elevator shaft is above the predetermined limit floor, the elevator parking brake 1 is not activated before loading and/or unloading of the elevator car 2 is permitted.

Therefore, the elevator parking brake 1 is used only at or below the limit floor, where the suspension rope 5 is at its longest and the elongation rate of the suspension rope 5 is higher than a predetermined threshold (e.g., calculated according to the example above). Therefore, the wear of the brake pads 108, 208, 308, 408, and 508 is reduced, and the maintenance interval of the elevator parking brake 1 can be increased.

Furthermore, according to the method for operating the elevator parking brake according to the second embodiment, since the elevator parking brake is only used at or below the restricted floor, the loading/unloading operation of the elevator can be simplified at higher floors, thus requiring less time to load/unload the elevator car.

In addition, a control device 206 for the elevator parking brake 1 is provided. The control device 206 for the elevator parking brake 1 is configured to perform the above-described method for operating the elevator parking brake. The control device 206 can be used as a control device 6.

The method for operating an elevator parking brake according to the second embodiment can be combined with the method for operating an elevator parking brake according to the first embodiment. In this case, it is determined whether to use the elevator parking brake according to the method for operating the elevator parking brake according to the second embodiment. Then, if it is determined that the elevator parking brake should be used, the elevator parking brake is operated according to the method for operating the elevator parking brake according to the first embodiment.

Third Embodiment

Figure 3A schematically illustrates the configuration of an elevator parking brake 101 according to a third embodiment of the present disclosure. This elevator parking brake 101 can be used as the elevator parking brake 1 of the first and second embodiments.

The elevator parking brake 101 includes a parking brake frame 110, which is movably attached to the elevator car 2 to allow a predetermined amount of movement between the parking brake and the elevator car 2 in the upward/downward direction (direction of gravity). This predetermined amount of movement is set according to higher-level project requirements and can be, for example, in the range of 1-4 mm. This movement can be achieved using elements such as guide surfaces, guide pins, and/or pivot points through which the elevator parking brake 101 is connected to the elevator car 2.

The above-described configuration of the elevator parking brake 101, which allows for a predetermined amount of movement between the parking brake and the elevator car 2 in the upward/downward direction, enables the measurement of the second suspension rope force _F1 or the second traction sheave torque _M1 in the method for operating the elevator parking brake according to the first embodiment.

As shown in Figure 3A, the elevator parking brake 101 also includes a brake pad 108 configured to provide elevator braking force against the guide rails 3. That is, the brake pad 108 can contact one of the guide rails 3 by moving the brake pad 108 in a lateral direction perpendicular to the extension direction (brake opening/closing direction) of the guide rails 3, and retract from one of the guide rails 3. When the brake pad 108 contacts one of the guide rails 3, friction is applied between one guide rail 3 and the brake pad 108, and elevator braking force can be applied between one guide rail 3 and the brake pad 108. On the other hand, when the brake pad 108 retracts from one guide rail 3, the elevator parking brake 101 can move along one guide rail 3 without friction therebetween. In the retracted state (neutral position) of the brake pad 108, the gap between the brake pad 108 and a guide rail 3 is typically set to, for example, 3-5 mm, to avoid accidental contact between the brake pad 108 and a guide rail 3 when one guide rail 3 does not extend in a completely straight manner.

The elevator parking brake 101 also includes an actuation mechanism 111 for contacting the brake pad 108 with a guide rail 3 and retracting the brake pad 108 from the guide rail 3. As shown in FIG3A, the actuation mechanism 111 includes a motor 112, an actuation member 113, and a conversion mechanism 115 fixedly connected to the parking brake frame 110. In this embodiment, the brake pad 108 is disposed on the actuation member 113 so as to directly follow the linear movement of the actuation member 113.

In this embodiment, as shown in FIG3A, motor 112 is an integrated electric radial flux motor of the external rotor type with a stator. Besides using an integrated electric radial flux motor, another type of motor, such as an electric stepper motor or a hydraulic motor, can also be used, which is geared to the conversion mechanism 115. The advantage of the integrated electric radial flux motor is its high torque, eliminating the need for additional reduction gears. Therefore, the elevator parking brake 101 can be designed to be compact.

When the motor 112 is energized, the outer rotor 116 and the shaft 117 fixedly connected thereto perform rotational motion. This rotational motion can be performed in both clockwise and counterclockwise directions. The shaft 117 is fixedly attached to the central screw of the planetary roller screw conversion mechanism 115 or extends from the central screw of the planetary roller screw conversion mechanism 115, further extending as an actuating member 113 movable in a lateral direction (brake opening/closing direction) perpendicular to the extension direction of the guide rail 3, thereby performing linear motion. The brake pad 108 is slidably mounted on the parking brake frame 110 to allow linear movement relative to the parking brake frame 110 in the lateral direction (brake opening/closing direction). Movement of the brake pad 108 relative to the parking brake frame 110 in the upward/downward direction is prevented. Therefore, force can be transmitted in an upward/downward direction between the brake pad 108 and the parking brake frame 110, thereby allowing the load of the elevator car 2 to be transferred from the parking brake frame 110 to a guide rail 3 so as to substantially hold the elevator car 2 in its position relative to a guide rail 3.

The actuating member 113 is configured to bring the brake pad 108 into contact with a guide rail 3 by abutting against it in the lateral direction. Activating the elevator parking brake 101 involves moving the brake pad 108 toward the guide rail 3 and pressing it against the guide rail 3 (moving the brake pad 108 in the brake closing direction), thereby applying contact pressure. Holding the elevator parking brake 101 in the activated state means that the brake pad 108 is in contact with the guide rail 3 and the actuating member 113 does not perform linear movement (does not move in the lateral direction). Retracting the elevator parking brake 101 involves releasing the contact pressure between the brake pad 108 and the guide rail 3 and moving the brake pad 108 away from the guide rail 3 (moving the brake pad 108 in the brake opening direction).

As shown in Figure 3B, the conversion mechanism 115A of the parking brake 101A according to the third embodiment is configured to convert the rotational motion of the rotor 116A into the linear motion of the actuating member 113A. In this variant, the conversion mechanism 115A is formed by a planetary roller screw, wherein the nut of the planetary roller screw is fixedly and coaxially connected to the rotor 116A that houses the coil of the motor 112A, and the screw shaft (not shown in Figure 3B) is fixedly connected to the motor end cup 117A that houses the motor magnet, which is fixedly connected to the parking brake frame 110A. The planetary rollers are arranged to surround between the screw shaft and the nut. To activate and deactivate the elevator parking brake 101A, the motor 112A performs its rotational motion in the counterclockwise and clockwise directions, thereby rotating the planetary roller nut, which serves as the actuating member 113A. This rotation causes it to move in the axial direction of the screw shaft in the linear motion of the brake closing direction and the brake opening direction, respectively.

Compared to conventional threaded shaft and nut mechanisms, the conversion efficiency is significantly improved by using a planetary roller screw in the conversion mechanism 115 or 115A, as the contacts within the mechanism roll rather than slide. Furthermore, the elevator parking brakes 101 and 101A can be designed to be compact. Since planetary roller screws are generally known, further details are omitted below.

According to the embodiments shown in Figures 3A and 3B, the elevator parking brakes 101, 101A further include auxiliary brake pads 109, 109A and a retaining spring 124. The auxiliary brake pads 109, 109A are arranged at a predetermined distance from the brake pads 108, 108A, such that a guide rail 3 can be inserted therebetween. The brake pads 108, 108A and the auxiliary brake pads 109, 109A face each other so that they face two opposite sides of a guide rail 3 in use. The predetermined distance between the brake pads 108, 108A and the auxiliary brake pads 109, 109A is determined by adding the thickness of a guide rail 3 in the lateral direction, the desired gap between the auxiliary brake pads 109, 109A and a guide rail 3 when the brake pads 108, 108A and 109, 109A are in the neutral position, and the desired gap between the brake pads 108, 108A and a guide rail 3. A retaining spring 124 is connected to the parking brake frames 110, 110A and retains the auxiliary brake pads 109, 109A so that the auxiliary brake pads 109, 109A are elastically connected to the parking brake frames 110, 110A and allow the auxiliary brake pads 109, 109A to move linearly in the lateral direction relative to the parking brake frames 110, 110A. That is, only one of the brake pads 108, 108A and the auxiliary brake pads 109, 109A is actuated by the actuating mechanism 111. This configuration corresponds to a floating-mount type of elevator parking brake, in other words, to a floating mount of the brake frames 110, 110A, which is known, for example, from disc brakes in vehicles.

Although Figures 3A and 3B show only one brake pad 108, 108A and one auxiliary brake pad 109, 109A, the elevator parking brake 101, 101A may include more than one brake pad 108, 108A and more than one auxiliary brake pad 109, 109A.

In the following embodiments, only the differences from the third embodiment are described, and redundant descriptions of features are omitted.

Fourth embodiment

Figure 4 illustrates an elevator parking brake 201 according to a fourth embodiment of the present disclosure. This elevator parking brake 201 can be used as the elevator parking brake 1 of the first and second embodiments.

According to the fourth embodiment, the elevator parking brake 201 includes a parking brake frame 210, a brake pad 208, an auxiliary brake pad 209, and an actuation mechanism 211. The actuation mechanism 211 includes a motor 212, an actuation member 213, and a conversion mechanism 215.

In addition to the elevator parking brake 101 of the third embodiment, the elevator parking brake 201 according to this embodiment also includes a reduction gear 216 for controlling the rotational speed of the reduction motor 212. In this embodiment, an inexpensive external motor can be used as the motor 212. Therefore, in combination with the reduction gear 216, a high torque suitable for actuating the elevator parking brake 201 can be obtained, and an inexpensive motor 212 can be used.

Other components of the elevator parking brake 201 according to this embodiment operate in a similar manner to those described for the elevator parking brake 101 of the third embodiment.

Fifth embodiment

Figure 5A illustrates an elevator parking brake 301 according to a fifth embodiment of the present disclosure. This elevator parking brake 301 can be used as the elevator parking brake 1 of the first and second embodiments.

In this embodiment, the elevator parking brake 301 includes a parking brake frame 310, an actuating member 313, and a brake pad 308. The actuating member 313 is slidably mounted on the parking brake frame 310, supported by a needle roller bearing 334, to allow linear movement relative to the parking brake frame 310 in the lateral direction (brake opening/closing direction). The brake pad 308 is arranged on the actuating member 313 to directly follow the linear movement of the actuating member 313.

Furthermore, the elevator parking brake 301 according to this embodiment includes an auxiliary actuation member 314 and an auxiliary brake pad 309. Similar to the actuation member 313, the auxiliary actuation member 314 is slidably mounted on the parking brake frame 310 to allow linear movement relative to the parking brake frame 310 in the lateral direction (brake opening/closing direction). The auxiliary brake pad 309 is arranged on the auxiliary actuation member 314 to directly follow the linear movement of the auxiliary actuation member 314. An auxiliary retaining spring 325 pushes the auxiliary actuation member 314 into the auxiliary brake pad 309 and into the opening direction of the auxiliary actuation member 314. An auxiliary adjusting screw 326 is used to adjust the air gap between the guide rail 3 and the auxiliary brake pad 309 when the elevator parking brake 301 is deactivated. Although not shown in FIG. 5A, the retaining spring and adjusting screw are similarly arranged for the actuation member 313 and for the corresponding purposes.

An auxiliary brake pad 309 is positioned at a predetermined distance from the brake pad 308, allowing a guide rail 3 to be inserted between them. The brake pad 308 and the auxiliary brake pad 309 face each other so that they face two opposite sides of a guide rail 3 during use.

As shown in Figure 5A, the actuation mechanism 311 of the elevator parking brake 301 according to this embodiment further includes a motor 312, a gear 316, and a conversion mechanism 315 having a cam mechanism 317.

Motor 312 is a linear motor with shaft 329 driven by the motor to perform linear motion in a direction perpendicular to the brake opening/closing direction. A rack 327 with gear teeth is formed on the shaft 329 of motor 312. The gear teeth of rack 327 mesh with gear 316. Therefore, gear 316 is rotatably driven by the linear motion of shaft 329 of motor 312.

Gear 316 is rotatably mounted on parking brake frame 310 such that the axis of rotation of gear 316 is perpendicular to the brake opening/closing direction.

Gear 316 is coupled to cam mechanism 317. Cam mechanism 317 has cam member 318, which is driven to rotate by linear motion of motor 312 via gear 316. Cam member is rotatably supported by sliding bearing 330. Cam member 318 has a radial outer peripheral profile, referred to as drive profile 320 (radial cam) of cam member 318.

Furthermore, as shown in FIG5B, the drive profile 320 includes a stationary profile 321, a closing profile 322, and a tightening profile 323. The stationary profile 321 is configured to abut against the actuating member 313 when the elevator parking brake 301 is deactivated. The closing profile 322 is continuous with the stationary profile 321 and is configured to abut against the actuating member 313 before the brake pad 308 contacts the guide rail 3. The tightening profile 323 is continuous with the closing profile 322 and is configured to abut against the actuating member 313 when the brake pad 308 contacts the guide rail 3.

As shown in Figure 5B, the stationary profile 321 is formed by a flat profile. The minimum radial distance between the stationary profile 321 and the axis of rotation of the cam member 318 is called the stationary profile distance.

As shown in Figure 5B, the closing profile 322 extends from tangent point TP1 to tangent point TP2 along a portion of a virtual ellipse about the rotation axis of the cam member 318. The radial distance between the closing profile 322 and the rotation axis of the cam member 318 increases continuously along the closing profile 322 from tangent point TP1 to tangent point TP2. Furthermore, as shown in Figure 5B, the radial distance between the tightening profile 323 and the rotation axis of the cam member 318 increases continuously along the tightening profile 323 from tangent point TP2 to tangent point TP3. Therefore, when either the closing profile 322 or the tightening profile 323 abuts against the actuating member 313 and the cam member 318 rotates, the actuating member 313 shifts in the brake opening/closing direction.

However, the radial distance between the closing profile 322 and the axis of rotation of the cam member 318 increases along the closing profile 322, which is greater than the radial distance between the tightening profile 323 and the axis of rotation of the cam member 318 increases along the tightening profile 323. In other words, the first derivative of the radial distance between the respective profiles and axes of rotation of the cam member 318 with respect to the change in the rotation angle of the cam member 318 is smaller along the tightening profile 323 than along the closing profile 322.

The first derivative of the radial distance between the aforementioned drive profile 320 (closing profile 322, tightening profile 323) and the rotation axis of the cam member 318 with respect to the change in the rotation angle of the cam member 318 corresponds to the slope of the drive profile, which is defined as the linear position change of the actuating member 313 divided by the change in the rotation angle of the drive profile 320. Therefore, the slope of the tightening profile is less than the slope of the closing profile.

Furthermore, since the conversion ratio of the cam mechanism 317 is defined as the change in rotational angle of the cam member 318 relative to the linear positional change of the actuating member 313, the cam mechanism thus provides a variable conversion ratio. In particular, the conversion ratio provided by the tension profile 323 is greater than the conversion ratio provided by the closure profile 322.

Therefore, due to the small conversion ratio of the closing profile 322, the brake pad 308 can quickly contact the guide rail 3. Then, when contact is established between the brake pad 308 and the guide rail 3, the motor 312 can apply a large contact force on the guide rail 3 to the brake pad 308 due to the large conversion ratio of the tightening profile 323.

In this embodiment, as shown in FIG5A, the actuation mechanism 311 of the elevator parking brake 301 further includes an auxiliary conversion mechanism 335, which is a mirror image of the conversion mechanism 315. The conversion mechanism 315 includes an auxiliary cam mechanism 333 having an auxiliary cam member 328.

The auxiliary cam member 328 is formed in a similar manner to the cam member 318 and is configured to cause a linear motion of the auxiliary actuating member 314, which is similar to but mirror-reversed the linear motion of the cam member 318. Therefore, a detailed description of the auxiliary cam mechanism 333 is omitted below.

Furthermore, the auxiliary cam member 328 is coupled to the auxiliary gear 331. The auxiliary gear 331 is rotatably mounted on the parking brake frame 310 and meshes with the gear 316 to synchronize the linear movement of the auxiliary actuating member 314 with the linear movement of the actuating member 313 in a reverse manner. Therefore, the linear movement of the auxiliary actuating member 314 is performed in a mirror-reversed manner compared to the linear movement of the actuating member 313.

Figure 5C illustrates the operating cycle of the elevator parking brake 301. In the first illustration of Figure 5C, the elevator parking brake 301 is not activated (retracted state), and the stationary profiles 321 of the cam member 318 and the auxiliary cam member 328 abut against the actuating member 313 and the auxiliary actuating member 314, respectively. Therefore, the gaps between the brake pad 308 and a guide rail 3, and between the auxiliary brake pad 309 and a guide rail 3, are maintained.

In the second illustration of Figure 5C, the elevator parking brake 301 is activated, and the cam member 318 and the auxiliary cam member 328 are driven to rotate, causing the closing profile 322 to abut against the actuating member 313 and the auxiliary actuating member 314 between tangent points TP1 and TP2. Therefore, the brake pads 308 and 309 contact a guide rail 3. Using the closing profile 322, the actuating member 313 and the auxiliary actuating member 314 apply large movements in the brake opening/closing direction at each rotation angle of the cam member 318 and the auxiliary cam member 328, respectively. This allows the brake pads 308 and 309 to move rapidly toward a guide rail 3.

In the third illustration of Figure 5C, the cam member 318 and the auxiliary cam member 328 are driven to rotate further in one direction, such that the tightening profile 323 abuts against the actuating member 313 and the auxiliary actuating member 314 between tangent points TP2 and TP3. Therefore, the brake pad 308 and the auxiliary brake pad 309 are firmly pressed against the guide rail 3, enabling the elevator parking brake 301 to withstand loads in the upward/downward direction. At tangent point TP3, a maximum pressing force F compr is applied between the brake pad 308 and the guide rail 3, and between the auxiliary brake pad 309 and the guide rail 3. Using the tightening profile 323, the actuating member 313 and the auxiliary actuating member 314 apply small movements in the brake opening/closing direction at each rotation angle of the cam member 318 and the auxiliary cam member 328, respectively. Thus, a _firm contact pressure can be slowly applied between the brake pad 308 and the guide rail 3, and between the auxiliary brake pad 309 and the guide rail 3.

The maximum pressing force F _compr on which the brake pad 308 and the auxiliary brake pad 309 are pressed against a guide rail 3 can be determined by calculation using the following example:

In the above example calculation, sf is the safety factor to prevent slippage, Q is the load to be borne, g is the gravitational acceleration near the Earth's surface, μ is the coefficient of friction between the brake pad 308 and the guide rail 3, _nb is the number of brake units, and _np is the number of brake pads.

Sixth Embodiment

Figure 6A illustrates an elevator parking brake 401 according to a sixth embodiment of the present disclosure. This elevator parking brake 401 can be used as the elevator parking brake 1 of the first and second embodiments.

Similar to the elevator parking brake 301 of the fifth embodiment, the elevator parking brake 401 according to this embodiment includes a parking brake frame 410, a brake pad 408, an auxiliary brake pad 409, an actuation mechanism 411, and a conversion mechanism 415 having a cam mechanism 417.

The connection between the parking brake 401 and the elevator car 2 allows for restricted lateral movement of the parking brake frame 410 relative to the car 2. Actuating the actuation mechanism 411 and the conversion mechanism 415 pushes the brake pad 408 against the guide rail 3, moving the brake frame 410 such that the braking pressure on the guide rail 3 increases equally on the brake pad 408 and the auxiliary brake pad 409.

In this embodiment, the conversion mechanism 415 further includes a reduction gear 416 formed by a worm gear 428 and a planetary gear 432. The shaft of the motor 412 is connected to the worm 429 of the worm gear 428. The worm 429 meshes with the worm gear 430, thereby reducing the speed of the motor 412.

The worm gear 430 is rotatably mounted on the parking brake frame 410 such that the axis of rotation of the worm gear 430 is parallel to the brake opening/closing direction.

Worm gear 430 is coupled to cam mechanism 417. Specifically, worm gear 430 is rotatably coupled to the sun gear (not shown) of planetary gear 432. As shown in FIG6A, three planetary gears (not shown) run around the sun gear and mesh with a ring gear formed in the actuating cam member 413 of cam mechanism 417.

The rotational motion of the motor 412 drives the actuating member 413 to rotate about an axis parallel to the brake opening/closing direction via the reduction gear 416. The actuating member 413 has a drive profile 420 formed by the axial surface of a groove formed in the outer peripheral surface of the actuating member 413 (cylindrical cam). A ball 418 is inserted into the groove of the actuating member 413, thereby contacting the axial surface of the groove. The ball 418 engages with a circumferential groove formed on the inner peripheral surface of the fixing member 431. The rotation of the fixing member 431 about the rotation axis of the actuating member 413 is restricted. Furthermore, the movement of the fixing member in the direction of the rotation axis of the actuating member 413 is restricted. Therefore, the axial position of the ball 418 is determined when it engages with the groove of the fixing member 431. In addition, the rotational motion of the ball 418 about the rotation axis of the actuating member 413 is restricted by the circumferential end of the groove of the fixing member 431 in the rotation direction of the actuating member 413.

Due to the aforementioned configuration of the actuating member 413, the ball 418, and the fixing member 431, when the actuating member 413 is driven to rotate by the motor 412, the positions of the ball 418 in the circumferential and axial directions are determined, and the drive profile 420 slides along the ball 418. Since the drive profile 420 is curved, the actuating member 413 shifts in the axial direction (brake opening/closing direction) as it rotates. That is, the drive profile is at least partially configured to convert the motion of the motor 412 into linear motion of the actuating member 413 in the axial direction. Specifically, the portion of the drive profile 420 extending in a direction intersecting the circumferential direction of the actuating member 413 is configured to convert the movement of the motor 412 into linear movement of the actuating member 413. The brake pad 408 is connected to the actuating member 413 via a thrust bearing 433 and a plate 434, and is held by a spring 435. Therefore, the brake pad 408 shifts according to the displacement of the actuating member 413 in the axial direction.

Figure 6B shows the displacement y of the actuating member 413 in the brake opening/closing direction as a function of the rotation angle Φ of the actuating member 413 relative to the stationary member 431 in a working cycle, which includes the phases of a stationary profile 421 corresponding to the drive profile 420, a closing profile 422, a tightening profile 423, a holding profile 425, and optionally a releasing profile 424.

The stationary phase corresponds to the retracted (unactivated) state of the parking brake 401. Rotation of the actuating member 413 causes it to move axially along the curve of the closed profile section of the drive profile 420 in the brake opening/closing direction driven by the ball bearing 418, thereby quickly closing the gap between the brake pads 408, 409 and the guide rail 3. A transition region is provided between the stationary profile 421 and the closed profile 422 to allow the actuating member to accelerate smoothly in the axial direction.

Further rotation of the actuating member 413 brings the ball 418 to the tightening profile section of the drive profile 420, thereby causing the brake pads 408, 409 to press against the guide rail 3 to achieve a braking effect.

Further rotation of the actuating member 413 brings the ball 418 to the holding profile section of the drive profile 420. During this stage, the parking brake 401 exerts its highest braking force.

The parking brake 401 is released by further rotation of the actuating member 413 via the release profile 424, with the ball 418 following the release profile section of the drive profile 420, or alternatively, by reverse rotation of the actuating member 413.

The slope (gradient) of the drive profile 420 shown in Figure 6B is defined as the linear position change (displacement y) of the actuating member 413 divided by the change in the rotation angle Φ of the drive profile 420. The slope of the drive profile 420 in the tightening profile 423 is less than the slope in the closing profile 422. The conversion ratio is defined as the change in the rotation angle of the actuating member 413 relative to the linear position change (displacement y). Therefore, the smaller slope of the drive profile 420 shown in Figure 6B corresponds to a larger conversion ratio. Therefore, the conversion ratio in the tightening profile 423 is greater than the conversion ratio in the closing profile 422. Therefore, the drive profile 420 is at least partially configured to set a variable conversion ratio between the movement of the motor 412 and the linear movement of the actuating member 413. In particular, a portion of the drive profiles corresponding to the closing profile 422 and the tightening profile 423 is configured to set a variable conversion ratio between the movement of the motor 412 and the linear movement of the actuating member 413.

Furthermore, the slope of the drive profile 420 gradually decreases on the closing profile 422. In this respect, the transition region between the stationary profile 421 and the closing profile 422 is not considered part of the closing profile 422. Additionally, the slope of the drive profile 420 gradually decreases on the tightening profile 423. Therefore, an increased conversion ratio is provided on both the closing profile 422 and the tightening profile 423.

Due to the aforementioned configuration of the drive profile 420 of the actuating member 413, the elevator parking brake 401 according to the sixth embodiment has a variable shift ratio, allowing the actuating member 413 and the brake pad 408 to shift at a variable axial speed in the brake opening/closing direction, while the motor 412 rotates at a constant speed. Therefore, the brake pad 408 can quickly contact the guide rail 3. Then, when contact is established between the brake pad 408 and the guide rail 3, the motor 412 can apply a large contact force on the guide rail 3 due to the large shift ratio provided by the tightening profile 423.

The aforementioned drive profile 420 is provided multiple times in the circumferential direction of the actuating member 413 so as to provide multiple continuous drive profiles 420 along the circumference of the actuating member 413. In the embodiment of FIG6A, the drive profile 420 is provided twice in the circumferential direction of the actuating member 413.

The drive profile 420 does not necessarily have to be arranged four times on the actuating member 413. Figure 6C shows a modified cam mechanism 417 of the elevator parking brake 401 in a side view. Here, the axial relative movement of the balls 418 with respect to the actuating member 413 according to the drive profile 420 described above is shown by dashed lines. In the cam mechanism of Figure 6C, the drive profile 420 is arranged four times in the circumferential direction of the actuating member 413, with each drive profile 420 followed by a ball 418, and each ball 418 being in the same phase of the drive profile 420.

In the sixth embodiment, the elevator parking brake 401 has a cam mechanism 417 in which the actuating member 413 rotates and moves in the axial direction to actuate the brake pad 308, while the movement of the fixing member 431 is restricted in both the circumferential and axial directions. Alternatively, in a variation of the elevator parking brake 401 according to the sixth embodiment, the movement of the actuating member in the axial direction can be restricted, while the fixing member can be allowed to reciprocate in the axial direction. Thus, in this variation, the fixing member moves axially according to a drive profile provided on the actuating member and actuates the brake pad.

Seventh Embodiment

Figure 7 illustrates an elevator parking brake 501 according to a seventh embodiment of the present disclosure. This elevator parking brake 501 can be used as the elevator parking brake 1 of the first and second embodiments.

The elevator parking brake 501 according to the seventh embodiment includes a parking brake frame 510, a brake pad 508, an auxiliary brake pad 509, and an actuation mechanism 511. The actuation mechanism 511 includes a motor 512, an actuation member 513, and a conversion mechanism 515. The conversion mechanism 515 includes a cam mechanism 517 with balls 518 and a fixing member 531. The construction of the actuation mechanism 511 is the same as that of the actuation mechanism 411 of the elevator parking brake 401 according to the sixth embodiment.

Compared to the elevator parking brake 401 of the sixth embodiment, the elevator parking brake 501 according to this embodiment further includes an auxiliary actuation mechanism 519, which is configured to apply linear movement in the brake opening/closing direction to bring the auxiliary brake pad 509 into contact with the guide rail 3 and retract the auxiliary brake pad 509 from the guide rail 3. The auxiliary actuation mechanism 519 is constructed in a manner substantially the same as that of the actuation mechanism 511, but is a mirror image of the actuation mechanism 511, as shown in FIG7.

Therefore, the linear motion of the auxiliary actuation member 514 is synchronized with the linear motion of the actuation member 513 in the opposite manner. In other words, the linear motion of the auxiliary actuation member 514 is performed in a mirror-reversed manner compared to the linear motion of the actuation member 513. This synchronization between the actuation member 513 and the auxiliary actuation member 514 is achieved by another motor 516 driving the auxiliary actuation member 514 in a similar but opposite manner to the driving of the actuation member 513 by the motor 512.

Other components of the elevator parking brake 501 according to this embodiment operate in a similar manner to those described for the elevator parking brake 401 of the sixth embodiment.

All elevator parking brakes according to the above embodiments can be installed in a floating manner to use the floating mounting component between the elevator parking brake and the car 2 to perform horizontal self-centering relative to the guide rail, the principle of which is known, for example, from the design of an automatic disc brake with a floating brake caliper.

Although several embodiments of the elevator parking brake have been described in detail above, the components described in different embodiments can be combined with each other. That is, specific features, structures, or characteristics can be suitably combined in one or more embodiments of this disclosure.

For example, the method for operating the elevator parking brake according to the first and second embodiments can be performed using the elevator parking brakes 101, 201, 301, 401, and 501 described in the various embodiments above. However, the method for operating the elevator parking brake is not limited to using the elevator parking brakes 101, 201, 301, 401, and 501 described above, and can be performed using any elevator parking brake suitable for braking the elevator car 2, which is guided along the elevator shaft by guide rails 3 and suspended by suspension ropes 5, which are lifted by traction sheaves 7. On the other hand, the elevator parking brakes 101, 201, 301, 401, and 501 described above do not necessarily need to be operated by the method for operating elevator parking brakes disclosed herein, but can be operated by another method.

List of reference numerals

1; 101; 201; 301; 401; 501 Elevator parking brake

2. Elevator car

3 Guide rails

4. Elevator Shaft

5. Suspension rope

6; 106; 206 Control device

7. Traction rope pulley

8. Pulleys

108; 208; 308; 408; 508 Brake pads

109; 209; 309; 409; 509 Auxiliary brake pads

110; 210; 310; 410; 510 Parking brake frame

111; 211; 311; 411; 511 Actuating Mechanism

112; 212; 312; 412; 512 Motor

113; 213; 313; 413; 513 Actuating components

314; 514 Auxiliary actuation components

115; 215; 315; 415; 515 Conversion Mechanism

116 Rotor

216; 416 Reduction gear

316 Gear

516 Motor

117 axis

317; 417; 517 Cam mechanism

318 Cam component

418; 518 Ball bearings

519 Auxiliary Actuation Mechanism

320; 420 Driving contour

321; 421 Static outline

322; 422 Close outline

323; 423 Tighten the outline

124 Holding spring

424 Release the outline

325 Auxiliary retaining spring

425 Maintain the outline

326 Auxiliary Adjustment Screw

26 Suspension points of the suspension rope

327 Gear rack

328 Auxiliary cam component

428 Worm Gear

329 Axis

429 Worm gear

330 Sliding bearing

430 Worm Gear

431; 531 Fixed components

432 Planetary Gears

333 Auxiliary cam mechanism

433 Thrust bearing

334 Needle roller bearing

434 Thrust plate

335 Auxiliary conversion mechanism

435 Holding spring

Claims (24)

1. A method for operating an elevator parking brake (1, 101, 201, 301, 401, 501), said elevator parking brake for braking an elevator car (2), said elevator car being guided along an elevator shaft (4) by guide rails (3) and suspended by suspension ropes (5), said suspension ropes being lifted by a traction sheave (7), said method comprising: Activate the elevator parking brake (1; 101; 201; 301; 401; 501) so that the brake pads (108; 208; 308; 408; 508) of the elevator car (2) come into contact with the guide rail (3); Before allowing the elevator car (2) to load and/or unload, a first suspension rope force in the suspension rope (5) or a first traction rope wheel torque applied to the traction rope wheel (7) is obtained. The first suspension rope force is detected by a load sensor located at the upper suspension rope suspension point (26) between the traction rope wheel (7) and the traction rope wheel mounting point of the elevator shaft (4). The first traction rope wheel torque is detected by a traction rope wheel torque acquisition device. When the elevator parking brake (1; 101; 201; 301; 401; 501) remains in the activated state, loading and/or unloading of the elevator car (2) is permitted to allow differential loads to be applied to the elevator car (2), and the elevator parking brake (1; 101; 201; 301; 401; 501) at least partially bears the differential loads; When the elevator parking brake (1; 101; 201; 301; 401; 501) is held in the activated state and after the loading and/or unloading of the elevator car (2) is permitted, a second suspension rope force in the suspension rope (5) or a second traction sheave torque applied to the traction sheave (7) is obtained. While the elevator parking brake (1; 101; 201; 301; 401; 501) remains in the activated state, the suspension rope (5) is tightened or loosened so that the differential load borne by the elevator parking brake (1; 101; 201; 301; 401; 501) is at least partially transferred to the suspension rope (5); and After tightening or loosening the suspension rope (5), the elevator parking brake (1; 101; 201; 301; 401; 501) is deactivated by retracting the brake pads (108; 208; 308; 408; 508) from the guide rail (3). 2. The method for operating an elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 1, the method further comprising: The first suspension rope force is compared with the second suspension rope force, or the first traction sheave torque is compared with the second traction sheave torque, and if the second suspension rope force is higher than the first suspension rope force or the second traction sheave torque is higher than the first traction sheave torque, then it is determined that the suspension rope (5) should be tightened; if the second suspension rope force is lower than the first suspension rope force or the second traction sheave torque is lower than the first traction sheave torque, then it is determined that the suspension rope (5) should be loosened. 3. The method for operating an elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 1 or 2, the method further comprising: When the slope of the second suspension rope force or the slope of the second traction sheave torque relative to the rotation angle of the traction sheave (7) becomes lower than a threshold, the tightening or loosening of the suspension rope (5) is stopped, and the suspension rope (5) is tightened and loosened by the rotation angle. 4. The method for operating an elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 1 to 3, wherein After the loading and/or unloading of the elevator car (2) is stopped, the second suspension rope force or the second traction sheave torque is obtained. 5. A control device (6; 106) for an elevator parking brake (1; 101; 201; 301; 401; 501), said elevator parking brake (1; 101; 201; 301; 401; 501) for braking an elevator car (2), said elevator car being guided along an elevator shaft (4) by guide rails (3) and suspended by suspension ropes (5), said suspension ropes being lifted by a traction sheave (7), wherein The control device (6; 106) is configured to perform a method for operating the elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 1 to 4. 6. The method for operating an elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 1 to 4, the method further comprising: Determine whether the elevator car (2) in the elevator shaft (4) is located at or below the predetermined limit floor; When the elevator car (2) in the elevator shaft (4) is located at or below the predetermined limit floor, the elevator parking brake (1; 101; 201; 301; 401; 501) is permitted to be activated; and When the elevator car (2) in the elevator shaft (4) is located on a floor higher than the predetermined restricted floor, the elevator parking brake (1; 101; 201; 301; 401; 501) is prohibited from being activated. 7. The method for operating an elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 6, wherein... The predetermined limit floor is determined based on the mass of the elevator car (2) and the predetermined limit values of the maximum permissible sag and bounce of the elevator car (2). 8. A control device (6; 206) for an elevator parking brake, wherein... The control device (6; 206) is configured to perform the method for operating the elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 6 or 7. 9. A method for operating an elevator parking brake (1; 101; 201; 301; 401; 501), the method comprising: Determine whether the elevator car (2) in the elevator shaft (4) is located at or below the predetermined limit floor; When the elevator car (2) in the elevator shaft (4) is located at or below the predetermined limit floor, the elevator parking brake (1; 101; 201; 301; 401; 501) is activated before the loading and/or unloading of the elevator car (2) is permitted; and When the elevator car (2) in the elevator shaft (4) is located on a floor above the predetermined restricted floor, the elevator parking brake (1; 101; 201; 301; 401; 501) shall not be activated before the loading and/or unloading of the elevator car (2) is permitted. 10. The method for operating an elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 9, wherein... The predetermined limit floor is determined based on the mass of the elevator car (2) and the predetermined limit values of the maximum permissible sag and bounce of the elevator car (2). 11. A control device (6; 206) for an elevator parking brake, wherein... The control device (6; 206) is configured to perform the method for operating the elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 9 or 10. 12. An elevator parking brake (1; 101; 201; 301; 401; 501), comprising: Parking brake frame (110; 210; 310; 410; 510), said parking brake frame being able to be attached to elevator car (2); Brake pads (108; 208; 308; 408; 508), said brake pads being configured to contact the guide rails (3) that guide the elevator car (2) along the elevator shaft (4); and An actuation mechanism (111; 211; 311; 411; 511), said actuation mechanism being mounted on the parking brake frame (110; 210; 310; 410; 510), is used to bring the brake pads (108; 208; 308; 408; 508) into contact with the guide rail (3), wherein, The actuation mechanism (111; 211; 311; 411; 511) includes: Motors (112; 212; 312; 412; 512); Actuating components (113; 213; 313; 413; 513); and Conversion mechanism (115; 215; 315; 415; 515), wherein the conversion mechanism (115; 215; 315; 415; 515) are configured to convert the motion of the motor (112; 212; 312; 412; 512) into linear motion of the actuating member (113; 213; 313; 413; 513), which in turn causes the brake pad (108; 208; 308; 408; 508) are in contact with the guide rail (3). 13. The elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 12, wherein... The parking brake frame (110; 210; 310; 410; 510) can be movably attached to the elevator car (2) to allow a predetermined amount of movement between the parking brake frame (110; 210; 310; 410; 510) and the elevator car (2) in the direction of gravity. 14. The elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 12 or 13, wherein the conversion mechanism (115; 215; 315; 415; 515) comprises a planetary roller screw. 15. The elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 12 to 14, wherein the motor (112; 212; 312; 412; 512) is an electric radial flux motor. 16. The elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 12 to 14, wherein the conversion mechanism (115; 215; 315; 415; 515) further comprises: The reduction gears (216; 316; 416) are used to reduce the speed of the motor (112; 212; 312; 412; 512). 17. The elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 12 or 13, wherein the switching mechanism (115; 215; 315; 415; 515) comprises: A cam mechanism (317; 417; 517) having a drive profile (320; 420; 520) wherein the drive profile (320; 420; 520) is at least partially configured to convert the motion of the motor (112; 212; 312; 412; 512) into linear motion of the actuating member (113; 213; 313; 413; 513). 18. The elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 17, wherein, The drive profiles (320; 420; 520) are at least partially configured to set a variable conversion ratio between the motion of the motor (112; 212; 312; 412; 512) and the linear motion of the actuating member (113; 213; 313; 413; 513). 19. The elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 17 or 18, wherein the drive profile (320; 420; 520) comprises: Closing profiles (322; 422; 522), said closing profiles (322; 422; 522) are configured to position the actuating member (113; 213; 313; 413; 513) before the brake pads (108; 208; 308; 408; 508) contact the guide rail (3); and Tightening profiles (323, 423, 523), which are continuous with the closing profiles (322, 422, 522) and configured to position the actuating members (113, 213, 313, 413, 513) when the brake pads (108, 208; 308; 408; 508) contact the guide rail (3), wherein The slope of the tightening contour is less than the slope of the closing contour. The slope of the tightening contour is defined as the linear position change of the actuating member (113; 213; 313; 413; 513) when the actuating member (318; 418; 518) is positioned by the tightening contour (323; 423; 523) divided by the rotation angle change of the driving contour (320; 420; 520). The slope of the closing contour is defined as the linear position change of the actuating member (113; 213; 313; 413; 513) when the actuating member (318; 418; 518) is positioned by the closing contour (322; 422; 522) divided by the rotation angle change of the driving contour (320; 420; 520). 20. The elevator parking brake (1; 101; 201; 301; 401; 501) according to claim 19, wherein... When the drive profile (320; 420; 520) is rotated in one direction, the closing profile (322; 422; 522) provides an increased conversion ratio on the closing profile (322; 422; 522), and When the drive profile (320; 420; 520) is rotated in one of the directions, the tightening profile (323; 423; 523) provides an increased conversion ratio on the tightening profile (323; 423; 523). 21. The elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 17 to 20, wherein The cam mechanism (317) has a cam member (318) that is driven to rotate by the motion of the motor (312). The drive profile (320) is formed on the cam member (318). The drive profile (320) contacts the actuating member (313). The drive profile (320) is configured to convert the rotational motion of the cam member (318) into the linear motion of the actuating member (313), and The linear motion direction of the actuating member (313) is perpendicular to the rotation axis of the cam member (318) and the drive profile (320). 22. The elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 17 to 20, wherein The drive profile (420; 520) is formed on the actuating member (413; 513), and The linear motion direction of the actuating components (413, 513) is parallel to the rotation axis of the driving contours (420, 520). 23. The elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 12 to 22, further comprising: Auxiliary brake pads (109; 209; 309; 409; 509) and brake pads (108; 208; 308; 408; 508) are arranged at a predetermined distance from each other, such that the guide rail (3) can be inserted between the auxiliary brake pads and the brake pads, wherein... The actuation mechanism (111; 211; 311; 411; 511) further includes an auxiliary actuation member (314; 514) configured to contact the auxiliary brake pad (109; 209; 309; 409; 509) with the guide rail (3), and the linear motion of the auxiliary actuation member (314; 514) is synchronous with and opposite to the linear motion of the actuation member (113; 213; 313; 413; 513). 24. The elevator parking brake (1; 101; 201; 301; 401; 501) according to any one of claims 12 to 22, further comprising: Auxiliary brake pads (109; 209; 309; 409; 509); and Retaining springs (124, 224, 324) elastically connect the auxiliary brake pads (109, 209, 309, 409, 509) to the parking brake frame (110; 210; 310; 410; 510); wherein The auxiliary brake pads (109; 209; 309; 409; 509) and the brake pads (108; 208; 308; 408; 508) are arranged at a predetermined distance from each other, such that the guide rail (3) can be inserted between the auxiliary brake pads and the brake pads.