RU2403202C2 - Multifunction electronic device for emergency braking or capturing, isg type - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to device for lift cabin emergency braking. The device contains electronic unit, braking device and detector unit. Detector unit contains two wheels. Each wheel activates detector which generates signal that sets value of rotation angle or rotation speed of corresponding wheel. Electronic unit uses detector signals. Detector signals are used during lift operation in the rage of allowed speeds to determine a value characterising path, speed and/or acceleration.

EFFECT: higher accuracy of lift cabin emergency braking mode control.

21 cl, 13 dwg

Description

The invention relates to an emergency braking device for an elevator car according to the preamble of claim 1.

Elevators are equipped with brake or fishing devices or combined fishing and brake devices. They serve to ensure that in the event of an unacceptably high speed of movement (the so-called super-limiting speed), for example, during control errors, failure of the drive or its brake, or in the event of a cable break, it is possible to brake by means of friction bodies acting on the rails and stop the elevator car in limits of admissible values. At the same time, braking devices are usually understood to mean such devices that prevent the car’s maximum speed when traveling upward due to so much braking of the car’s cabin with respect to the rails that it stops, and the counterweight at the end of the travel path is properly located on the shock absorbers, as a result of which the unplanned movement of the cabin ends. In accordance with these fishing devices, devices are considered to be those that prevent over-limiting speeds of downward movement and, when activated, capture the elevator car, i.e. fix it on a short track on rails. Such braking, fishing and bi-directional fishing and braking devices are hereinafter referred to for simplicity as a whole as “braking devices”.

In addition, elevators are equipped, as a rule, with a brake on the drive side, independent of the brake device indicated above. This brake always applies when the drive is de-energized and is usually called a safety circuit.

The actuation of the braking device in known devices is carried out by a speed limiter, which is fixedly installed in the shaft or engine room. When the elevator car moves, the speed limiter is rotated. To do this, use a closed boundary rope, which changes its direction, on the one hand, on the speed limiter (usually at the highest point of the shaft) and, on the other hand, on the tension roller (usually at the lowest point of the shaft). In a certain place, the boundary rope is connected to the brake or fishing device of the elevator car, as a result of which, when the elevator car moves, it makes a joint movement with it. If the speed of movement is too high, the speed limiter blocks the restriction rope, as a result of which the brake or fishing device is activated and the elevator car stops.

This design has the advantage that it is purely mechanical and therefore it is not adversely affected by the interruption of power supply. However, it also has some disadvantages. Firstly, it is susceptible to damage, precisely because it is purely mechanical and also subject to significant wear and tear, at least for a long service life. For this reason, the response speed due to the inert masses of this design significantly depends on the acceleration, and when large accelerations occur, the response already occurs when the elevator car has reached a significantly lower speed. With severe contamination of the structure, the operation sometimes happens too late (i.e., with a significant excess of speed). Another disadvantage is the relatively high cost of construction. Despite the actual braking device, the presence of a rope passing through the entire shaft is also required, which must be located at the top and bottom and in tension.

Another drawback is that this mechanical solution already initially only works if one preset speed is exceeded and therefore, without special measures, it is impossible to set different maximum permissible speeds of the elevator car for different sections of the shaft. With modern high-speed elevators, this is often not enough, since their speed reaches, for example, 10 m / s. Therefore, timely braking must occur before stopping on the top floor (upper or lower). If the elevator car is on the second floor when moving down, then even a speed of 5 m / s is considered to be very large and therefore emergency braking is necessary.

Finally, this well-known technical solution has the disadvantage that the cable running along the entire shaft takes up space. In some cases, this causes inconvenience, in particular when performing elevator cabins with doors located on the corner, as well as when using panoramic elevators with a large glazing area. In addition, the speed limiter cable running throughout the mine prevents the reduction of the size of the upper part of the shaft and its pit.

For differential emergency braking, a solution based on electronics is more acceptable. Corresponding proposals are already available. From the patent US 5,020,640 for a similar device, a brake device for an elevator is known in which the speed of the cab is determined using a drive wheel along which the support rope moves.

This known device has a problem in that the device fails in the event of a cable break. Another disadvantage is that it requires (at least) one additional line from the elevator car to the engine room to transmit the rotational speed of the drive wheel to the elevator car. Finally, even the simple drive wheel located at one end of the carrier rope and performing joint movement is also not completely perfect and there are difficulties in bringing the drive wheel at any moment into really reliable interaction with the carrier rope. In addition, the drive wheel, making a joint movement with the carrier rope, only conditionally during long-term operation of the elevator it is suitable to solve certain tasks with the necessary accuracy, for example, performing precise control over the location of the elevator car, since the carrier rope lengthens over time. In particular, over time, summing slippage of the carrier rope on its drive wheel can occur.

From US 5366045, a device for servicing racks is known in which the console is mounted on a rack with the possibility of raising and lowering, and in which it is provided that there is a corresponding braking device that operates when the console moves at too high a speed. At the same time, a wheel connected to the tachometer is adjacent to the rack. This tachometer is connected to a device for detecting too high a speed by which the braking device is actuated. This solution does not have sufficient reliability with respect to the elevator. Oil or grease can easily get on the wheel, as a result of which it will slip on the rack and, therefore, in the event of a cable break, the tachometer will not show speeding. For this reason, it is quite complicated to perform other tasks, such as precise location control.

The invention aims to eliminate the above drawbacks and to provide an emergency braking device of the type mentioned above, which provides reliable registration of the probable super-limiting speed of the elevator car and contributes to the high-precision control or adjustment of the elevator car during regular operation of the elevator.

According to the invention, this is achieved in the emergency braking device of the above type using the distinguishing features of claim 1. Thanks to the proposed measures, a situation is ensured in which, on the one hand, even in the event of a cable break, the speed of the elevator car can be registered, since this registration does not depend on the carrier channel. Due to the arrangement of two wheels, which alone or together with another wheel, to which each of them is rigidly connected, actuate the detector and preferably lie on a single guide rail, an advantage of redundancy is achieved, since the speed of the wheels can be compared with each other. Emergency braking occurs when only one wheel has reached too high a speed.

Another advantage of the measures proposed in claim 1 is that for the "normal operation" of the elevator, i.e. for operation of the elevator at the speed of the cab within the maximum permissible speed of the cab, without significant additional costs receive accurate information about the instant location, speed and / or acceleration of the elevator car.

In paragraph 2 of the claims provides the optimal means. With their help, damage caused by wear of the bearings of the wheels or the wheels themselves, a malfunction of the detector, a failure of the tension spring or deterioration of the friction conditions can be easily detected.

The means provided in paragraph 3 of the claims provide even more precise control over the proper functioning of the wheels and their detectors. It is ideal that the signals of the detectors are regularly stored on each wheel, due to which a more or less reliable curve is formed on each wheel, namely, a curve that shows for a very specific installation the characteristic of the corresponding detector signal during the full or partial period of operation of the installation. This curve provides both reliable information about the trend, such as “increasing wear of the wheels and the resulting reduction in outer diameter” or “increasing pollution of the wheels / bearings”, and reliably predict sudden incidents, such as “due to too much after heavy maintenance, the wheels do not have a more reliable frictional closure. ” In addition, the curve makes it possible to reasonably evaluate the possibly occurring “outliers” of the detector signals.

The optimal means provided for in paragraph 4 of the claims provide a position in which the operation of the elevator in the event of a violation, which is not an extreme speed, can end properly with the exception of uncontrolled stop of the elevator car.

The use of a tension spring provided for in claim 5 of the claims, in particular a helical spring operating in tension, is contrary to what is inherent in the safety springs themselves. Responsible for safety springs were originally designed as compression springs. However, in this case, the use of a tension spring is optimal, since it is more reliable to determine its probable destruction. In some cases, on the fracture site of the compression spring, its coils can interlock with each other or abut against each other. As a result, the first time, some springing is retained. Thus, spring failure under adverse conditions cannot always be immediately determined. The situation is different with respect to the tension spring. In the event of a single spring breaking (at its most loaded point, which is the eye), it immediately becomes completely unusable, which, when the second wheels are overused, is immediately detected, since the wheel suddenly loses its frictional closure and, as a result, the signal generated by it stops. The anomaly is determined by the emergency braking electronic unit and appropriate measures are taken.

The optimal arrangement of wheels proposed in claim 6, relative to each other and relative to the guide rail, increases reliability during operation and detection, since the situation here is different than when using two wheels acting on two different rails (or spaced apart the distance of the sections of the same rail), with this arrangement, the situation is excluded in which the frictional closure of all wheels with the guide rail is temporarily broken in any form after due to movements of the elevator car caused by shaking, tolerances, elasticity, vibration or twisting, transverse to the direction of travel.

The measure proposed in claim 7 of the claims is optimal for an excess system of two wheels. This measure also allows a simple and reliable determination of the failure of the wheel system and, consequently, the loss of redundancy. Also, an optical defect indication immediately occurs.

The wheel sizes proposed in claim 8 of the claims provide reliable frictional contact between the wheel and the guide rail. This is especially important for such elevators, whose cabs slide along the guide rails, as it turned out that when using a sliding guide wheel, they can forcibly pass through the lubricant layer available on the guide rails, if they are sufficiently narrow, while the correspondingly pressed force of the wheels against the rail will not have unacceptably high values. Depending on the material chosen for the wheels or their bandage, their working part may be in the form of a blade, and the width of the wheels in the working part is preferably reduced to 1.5-4 mm and increased in the direction of the hub.

Proposed in claim 10 of the claims and made preferably in the form of an autonomous power source of an electronic emergency braking unit mounted in a cabin of a storage battery provides safety in the most extreme case. The emergency braking electronic unit remains operable and controllable via electromechanical actuators (relays, etc.) assigned to it when, for any reason, the current supply line and the signal line connected to the electronic unit or the elevator control device are permanently interrupted .

The monitoring means or calibration means for determining the position of the elevator car provided for in claim 11 of the invention allow the use of initially accurate detector signals for a long time to accurately determine the position of the elevator car. The position of the elevator car is determined using the electronic elevator unit autonomously based on the signals of the detectors. Immediately after driving past the reference (preferably the only) position in the shaft, the elevator electronic unit receives a reference signal. This reference signal corresponds to the exact position of the elevator car in the shaft. It is compared with the corresponding instantaneous value derived from the detector signal. When an unacceptably large discrepancy is detected, automatic calibration occurs, mainly at the next stop of the elevator car. Then again, the position is determined independently from the cab. Thus, the position of the elevator car can be determined for a long time with high accuracy. At the same time, detailed reference markings passing throughout the shaft, which are determined from the elevator car, are not required.

It is advisable to arrange both wheels according to claim 18. Due to the prestressing of the balancer suspension with the help of a spring, which may be relatively weak, a relatively high clamping force of both wheels is achieved. This is due to the fact that the distance in the light can be selected in both rollers only slightly exceeding the width of the head of the guide rail, and the spring can act at a great distance from the pivot point of the balancing suspension, while the pivot point is preferably between both wheels. In this case, as a result of instant balancing, a correspondingly large force is obtained for pressing the rollers against the guide rail. Another decisive advantage of this arrangement is that both wheels are pressed with equal force to the guide rail. This is important in the case when, based on a comparison of the instantaneous frequency of rotation of the wheels from friction against the rails, it is necessary to carry out functional control, namely in the case when the rollers have a more or less elastic coating.

Thanks to the features of claim 19, an advantage is achieved in which slippage is almost completely eliminated, since when only one of the wheels connected to each other slides through the shaft, the other wheel drives the shaft when friction is sufficient to wheel movement. As a result, accidental slippage of one of the wheels does not affect the registration of the speed of the elevator car.

Thanks to the features of claim 20, an advantage is achieved in which the shaft connecting the two wheels located on different balancing suspensions, with appropriate control of the actuator through the pipe, can activate the braking device. This is a kind of servo support for which energy comes from the rollers. In this case, the executive body can be made in the form of a solenoid, which in the case of a brake device, i.e. if the elevator car speed is too high, it is de-energized, as a result of which the spring brings the friction wheel to the position in which it is in contact with another friction wheel rigidly connected to the shaft. Due to the eccentric arrangement of one of the friction wheels, both friction wheels are jammed, as a result of which the U-profile is connected to the shaft and it is captured. As a result, the pipe rotates and the braking device is activated. The disadvantage of this solution is that the length of the shaft and pipe must be brought into line with the width of the elevator car (or with the distance between the guide rails). This disadvantage can be eliminated using the features of paragraph 13 of the claims. In this case, separate brakes acting on each guide rail can be provided, controlled by the executive bodies, which in turn are controlled together.

Other properties and advantages of the solution according to the invention are clearly explained using the drawings and various examples of the implementation of the solutions according to the invention. It is depicted on:

figa - abstract, the basic construction of the system taking into account the information flow;

figb - abstract, the basic construction of the system and the location of the individual components of the system on the elevator car;

figure 2 - the first embodiment of the system according to the invention (without braking device, the drive unit of the elevator and the electronic unit of the elevator fixed in the shaft);

figure 3 - details taking into account the location of the wheels and their prestress in relation to the guide rail;

figa - isometric image of an alternative wheel-detector unit of the system of figure 2;

fig.4b - an alternative wheel-detector unit on figa, disassembled (shown without tension springs and cantilever extensions);

figure 4 with an alternative wheel-detector unit in assembled form on fig.4b, interacting with the guide rail;

fig.4d is an alternative wheel-detector unit on figa, top view;

5 is a redundant implementation of the electronic emergency braking unit and attached executive bodies;

6 is a schematic diagram of the detector of figure 1 in combination with a brake actuator acting as a servo device in a perspective view;

Fig.7 is a cross section on the gripper in Fig.6;

Fig. 8 is a schematic illustration of a starting device for a brake device;

Fig.9 is a schematic diagram of another embodiment of a starting device for a brake device.

The fundamental construction of the system

Figure 1 shows the basic construction of the system. At least one unit is fixed on the cab (i.e. for joint movement), designated in this case as a whole as a device for recording speed, consisting of wheels 9 and detectors 11, made in this case in the form of encoders, as well as fasteners. An emergency braking electronic unit 13, called a signal processing device, is also attached to the cab, which, in the case of excess speed, or unacceptable accelerations, or uncontrolled movements of the elevator car, gives a signal for emergency braking, a start-up unit for activating the brake or fishing device, and the brake or a fishing device, hereinafter referred to as a whole braking device. Fig. 1 shows a common electronic elevator unit, which is fixed in the shaft (i.e., in the shaft itself or in its compartment for the drive), referred to here as the elevator control device. The signals generated by the speed recording device are fed into it mainly through the emergency braking electronic unit 13 via a suspended cable or wirelessly. According to another embodiment, the emergency braking electronic unit can be connected, bypassing the emergency braking electronic unit 13, directly to the speed recording device. Via the electronic unit of the elevator, it is possible to remotely control some functions of the electronic emergency braking unit. These include, in particular, the actuation and disconnection of the braking device. Thus, it is possible to purposefully lock the elevator car and then set it in motion (in the case of using a brake device that, under the influence of its own weight or when lifting the elevator car, is again disengaged and put into a long electromechanically disinhibited position). This is important in relation to the provision of service areas, which will be further mentioned below.

The system is characterized by many measures to ensure redundancy or increase operational reliability, namely in relation to both reliable actuation in the event of a malfunction, and reliable prevention of actuation during trouble-free operation or, as far as possible, reliable measurement of location, speed and / or acceleration. These measures are important to ensure the suitability of a system designed to replace the so far purely mechanical or largely mechanical emergency brakes used.

Units consisting of their wheels and attached detectors (speed recording device)

The construction of the speed recording device shown in FIG. 2 is shown in FIGS. 2-5. While presented in figure 2 and 3, the first and figure 4 and 5 of the second examples of the execution of the device for recording speed.

As shown in figure 2, the guide rails 2 contain a head 8 connected to the base 7 of the rail through its neck 6.

In figures 2 and 3, it can be seen that in the first exemplary embodiment, wheels 9 abut against both lateral surfaces of the rail head 8, preferably with their friction coating or bandage not shown. The wheel alignment not shown is made in such a way that only one wheel is adjacent to the side surface of the rail head and the other can be adjacent to a narrow end surface offset by 90 °, however, due to the rejection of the corresponding advantages, it is in the background. The wheels 9 are made autonomous from the guide rollers of the elevator car, which due to their loads are unsuitable for the purpose considered here. In the first exemplary embodiment, the wheels are mounted on the balancing suspension 10 (see also FIG. 3) rotatably and are each rigidly connected to the detector 11. The balancing suspension 10 is fixed to rotate about an axis 14 between both wheels 9 and is loaded with a compression spring. The spring 15 rests on a support not shown and provides the rotation of the balancing suspension 10 and thereby pressing the wheels 9 to both side surfaces 16 of the rail head 8.

The pivot axis of the balancing suspension 10 extends substantially above the longitudinal axis of the portion forming the rail head 8. Since the distance in the light between the two wheels 9 only slightly exceeds the width of the rail head 8, and the spring 15 acts on the balancing suspension 10 at a considerable distance from the axis 14, the corresponding lever effect is formed. And even with a relatively weak spring 15, a large and very uniform pressing force of the wheels 9 can be achieved.

The detectors 11 shown in FIG. 2 are connected via signal lines 12 to the emergency braking electronic unit 13 to determine an excessively high speed. As already mentioned, the emergency braking electronic unit 13 ideally moves together with the elevator car and works autonomously, when it detects an unacceptable super-limiting speed of only one wheel, it autonomously from the other, rigidly fixed in the shaft, the elevator electronic unit brakes the car until it stops. Thus, the influence of a possible defect of the suspension cable, through which the connection between the electronic unit of the elevator car and the electronic unit of the elevator rigidly fixed in the shaft, on the safety function is excluded.

In addition, the detectors 11 shown in FIG. 2 can be connected to the electronic unit of the elevator that is rigidly installed in the shaft, and thus direct the detector signal (Fig. 1a) into this electronic unit, which finds diverse applications in it.

In the framework of an unshown but preferred development variant of the first embodiment, it is envisaged that, in contrast to what is customary for safety springs, the balancing suspension 10 is not loaded with a compression spring, but only with a single tension spring. If this tension spring breaks (in its most loaded place, which is the eye), then the rollers immediately lose their permanently set frictional contact with the rail. The balancer suspension begins to vibrate. In this case, the detectors give a corresponding abnormal signal. An anomaly is recognized by the emergency braking electronic unit.

A more optimal solution in case of spring failure provides from the point of view of redundancy the second exemplary embodiment shown in figures 4A-4C.

This second exemplary embodiment differs from the first described above only in how the wheels 9 are arranged and preloaded. Otherwise, i.e. with respect to structural elements not shown in figures 4-4c, the second embodiment corresponds to the first embodiment described.

In the second embodiment, the wheels are not located on a joint balancer suspension. Instead, each of both wheels 9 is mounted on a separate suspension arm 10L. Both suspension arms 10L, in turn, are cantilevered on the bearing bracket 53, in particular in such a way that, together with the rotatably mounted wheels 9, they lie in the same plane. Each of the suspension arms 10L is provided with a extension 50 protruding above the edges 9. The extension 50 is acted upon by a tension spring 15z, which preloads the suspension lever 10L towards the surface of the rail and, thus, compresses the roller 9 mounted on it to the corresponding surface of the rail. A continuation 50 of each suspension arm creates a cantilever effect, due to which a relatively weak spring 15z is also sufficient to achieve a large clamping force for the corresponding wheel 9.

The joint bearing axis 51 of the suspension arms 10L is positioned so that the suspension arm, the tensile spring 15z of which is broken, will, under the action of gravity, come out of the position that it previously occupied under the action of the loading spring. As a result, the corresponding wheel 9 will move upward from the rail surface intended for it and stop, while the other wheel 9 will continue to work. Thus, the possible destruction of the spring will be immediately recognized, the detector device as a whole will remain operational. For completeness, it must be added that each suspension arm 10L comprises a corresponding stop 52 defining an angle at which the suspension arm can be deployed (Fig. 4b). Thus, the stop 52 prevents the corresponding suspension arm from swinging down so that the other side of the wheel 9 comes into contact with the rail again and as a result, the wheel is “arbitrarily” actuated.

Redundancy / Automatic System Control

The wheels 9, the detectors 11 and the corresponding circuitry of the electronic emergency braking unit 13 are made redundant and automatically controlling as follows.

Wheels 9 are located in close proximity to each other on two different sides of the rail head 8, which has already achieved redundancy on the side of the wheels. And since whenever the wheel 9 is unloaded with respect to the rail, the other wheel 9 is correspondingly more loaded and therefore, for its part, provides an accurate detector signal just in case.

Redundancy is also present with respect to the detectors 11, since each wheel 9 is assigned its own detector 11.

Fig. 1b shows that the circuits of the electronic emergency braking unit 13 for processing the signals of the detector or encoder are completely redundant, i.e. here we have used the concept of two parallel working electronic result processing units with autonomous peripherals, since each detector 11 in the emergency braking electronic unit 13 is assigned a separate “uC1” or “uC2” electronic processing unit. If at least one of the electronic processing units fixes an unacceptable speed, which is however lower than the super-limiting speed, then it immediately de-energizes the drive and thus stops the elevator to eliminate the defect by external intervention.

If the difference in the rotational speeds of both detectors exceeds the set value, then the drive is de-energized after the elevator reaches the next stop. As a result of this, the braking effect is produced not only by the engine, but also by the brake on the drive side, since it cannot be in a braked state for a long time when using an electromagnet. If only one of the electronic result processing units determines that even an ultra-limiting speed has been reached, then it acts on a circuit called a trip coil (regardless of the actions of the other result processing unit), and thus activates the actual braking device that brakes the cab rails.

In addition, it should be noted that the emergency braking electronic unit is assigned (not shown in the drawing) a battery for autonomous power supply in an emergency.

Defects in the emergency braking electronic unit are determined by the fact that test pulses are periodically applied through each switching element (i.e., for example, a modulated detector signal that could lead to a certain action). The response signal is sent back through the control unit again to the corresponding electronic unit, as a result of which the functionality is evaluated by comparison with the response signal expected with proper operation.

Defects in the actuators, in particular in electromagnets or relays, can be identified due to the fact that short shutdown pulses are periodically applied to the relevant actuator to check. This determines the grounding and short circuit.

If a (probable) defect is detected during a periodic check of electronic components or actuators, then the alleged error signal is recorded at least secondly. If the test results are confirmed, the safety circuit at the next stop is opened and thus the elevator car is stopped.

Multifunctional use of at least one detector signal

The elevator electronic unit mounted in the shaft uses a detector signal processed or not previously processed by the emergency braking electronic unit 13 during normal operation of the elevator, firstly, to accurately determine the instantaneous position of the elevator car, i.e. ultimately for full or partial copying of the mine.

If at the disposal there is, as in this case, constant information or information arriving with short breaks and it refers to the instantaneous position of the elevator car, then this car can be quickly and accurately stopped at the appropriate stop, i.e. position it so that the floor of the elevator car and the floor of the corresponding floor are exactly at the same level, i.e. to exclude places for tripping.

Accurate information about the instantaneous position of the elevator car is also used to increase safety when landing and exiting the elevator car, in particular to prevent unintentional displacement of the elevator car from its original stop position. This more or less rapid displacement occurs under the influence of the weight difference between the cabin and the counterweight in the case when the drive brake does not work properly and, therefore, the elevator car is not fixed at the stop. As soon as the displacement of the cabin by an unacceptably large amount is determined based on the detector signal, in the shown embodiment, the brake device is activated and the displacement of the cabin is stopped. In another, not shown in the figures, an embodiment provides for the presence on the elevator car of at least one additional electric clamp brake of a conventional design, which serves not as a brake device in the above sense, but as an additional service brake for fixing the elevator car in place stop.

If, as in this embodiment, an anticipatory door opening is provided, the detector signal is also used to very accurately determine the proper moment to start an anticipatory door opening, since the elevator car stops at such a distance from the doorway that anticipatory door opening can be performed without risk.

In this embodiment, the detector signal is also used to provide the area necessary for maintenance work. After a signal arrives at the elevator electronic unit with a message indicating that people are in the mine (possibly because one of the door locks received a signal to open the door at a time when the elevator car was not already at the stopping point in front of the corresponding shaft opening), the electronic unit monitors the position of the elevator car and prevents the elevator car from moving or inadvertently due to displacement occupies a position that violates the service area. To provide a temporary service area, the elevator car is fixed by targeting the brake device in the position in which the service area is finally provided, while either the cab or the counterweight using supports, lock bolts, etc., is locked with a geometric closure.

In the event that the elevator car was seized or is stuck and emergency release is required, the detector signal allows you to quickly and accurately determine the location of the elevator car, which simplifies emergency release in high-rise buildings, in particular, emergency release during fires, when available rescuers have extremely little time to provide themselves with an approach to people in confined spaces (if necessary, carrying heavy equipment).

The detector signal is also used to control the transmission of driving force by friction in cable lifts, since it allows you to very accurately determine whether the carrier cable moves the elevator car up when the counterweight is on the compressed shock absorbers without being inside the shaft and inspecting the main components of the elevator. In addition, based on the detector signal, during elevator acceptance, it is determined whether the lifting height is respected.

Finally, using the detector signal, it is very easy to test the functioning or effectiveness of the braking device. To do this, in the form of a test, the brake device is activated. Then, based on the detector signal, it is determined whether the action of the brakes is effective and how much or after what length of the path the elevator car will be caught and stopped.

This is not shown here, but in the considered embodiment, it is provided as an option to control or correct the detector signal using at least one reference marking located in the shaft. Whenever the elevator car passes the reference mark (for example, in the form of a contact that responds to touch or remotely), an additional signal is generated about the location. This is used to monitor and / or periodically calibrate the detector signal, i.e. with him compare the corresponding in time instantaneous signal of at least one detector 11.

Secondly, the electronic unit also uses the detector signal to determine the instantaneous speed of the elevator car in order to systematically control or adjust the elevator car speed.

Thus, depending on the height of the lift, different speeds are set and observed, moreover, at the site of the lift height, located sufficiently far from the lowest and highest end positions of the elevator car, high speeds are allowed. This has the advantage, in particular, in multi-storey buildings in which the elevator car moves to a remote stopping point without intermediate stops. In this case, increased speeds are considered speeds whose value in the zone of the final positions of the elevator car, for example, when approaching the lowest stop, is unacceptable, since in the event of a sudden loss of control in this zone it will not be possible to provide a position at which the bottom mine shock absorbers will be able to take over the elevator car with a permissible delay. If, in accordance with the invention, a position is ensured in which the elevator car moves in the zone closest to the shock absorbers in front of the lowest stop point and already at a reduced speed, then it is also possible to reduce the height of the shock absorbers (i.e., the distance the shock absorbers settle at collision). The same is true for the case when the elevator car is approaching the highest stop point.

In order to be able to set different speeds of motion depending on the height of the lift, the detector signal is simultaneously used to set different limit values for different sections of the mine, above which the speed is considered unacceptably large or even unacceptable overlimit and, therefore, measures should be taken, starting from shut off the drive before catching the elevator car. In the ideal case, as is the case in this embodiment, the emergency braking electronic unit 13 autonomously sets the instantaneous limit values depending on the detector signal (i.e., depending on the location of the cabin) and transfers them to the elevator electronic unit, resulting in synchronization. For elevator movements up and down, different limit values of unacceptably large or super-limiting speeds can be set.

Finally, the detector signal is used to gradually respond to unexpected speeds. If the speed is too high, even before the super-limiting speed is reached, at which the brake device is activated, the drive is first de-energized, after which the brake applied to the drive starts to operate and, as a rule, the elevator car brakes together with the de-energized motor so that the super-limiting speed does not occur. If this does not help, and the detector signal reports that the speed limit has been reached, the braking device is activated.

Thirdly, the electronic unit uses the detector signal to determine the instantaneous acceleration of the elevator car. Thus, it is possible to determine a possible malfunction, expressed in terms of super-limiting acceleration, even before the moment when the super-limiting speed is reached, which makes it possible to take counter-measures very early.

In conclusion, it should be noted that, of course, the invention remains in the same scope when the detector signal is used for only one of the above purposes.

Optional servo support for braking

According to the embodiment of FIG. 6, two wheels 9 are attached to each of both guide rails 2, mounted on balancing suspensions 10. Moreover, each two wheels 9 adjacent to different guide rails 2 are rigidly interconnected by a shaft 17, 17 ', around which a detector 11 is placed. For example, at each revolution of the shaft 17, the detectors 11 give a pulse. In this case, the shaft 17 'is enclosed in a pipe 18, consisting of two separate pipes 18', 18 '', and these two pipes 18 '18' 'are interconnected by a U-shaped profile 19. In this case, the detector 11 is located between both shelves U- shaped profile 19.

As shown in detail in Fig. 7, between the shelves of the U-shaped profile 19, the friction wheel 22 is rigidly mounted on the shaft 17 '. It interacts with another friction wheel 20, mounted without the possibility of displacement in the axial direction, but with the possibility of rotation on the pushing rod 21 ( as an alternative to rotating, the push rod 21 can also be rotated, in which case the friction wheel 20 will be rigidly mounted on the push rod 21). The push rod 21 passes through both shelves of the U-shaped profile 19 and is mounted inside the solenoid 23, which is connected through the control lines 24 to the device 13 (Fig.6) and is controlled by it. In addition, the push rod 21 (Fig. 7) is influenced by a spring 25 (made in the form of a compression spring) resting on the outside of the first shelf of the U-shaped profile 19 and on the shoulder 26 of the push rod 21. In the position of the friction wheel depicted in normal use, 20, the solenoid 23 is excited and holds the friction wheel 20, overcoming the force of the spring 25, from interacting with the friction wheel 22. As a result, the pipe 18 remains in its position. However, when the solenoid 23 is de-energized, for example, when the elevator car moves too fast (or in the event of a power outage or emergency power supply), the push rod 21 is displaced to the right by the action of the spring 25, as a result of which the friction wheel 20 comes into contact with the friction wheel 22 and is brought into rotation by him.

Since the friction wheel 20 is mounted eccentrically, it sticks, since the distance between the shaft 17 'and the pushing rod 21 is designed for the minimum distance between the side surface of the friction wheel 20 and its eccentric axis of rotation. As a result of this, the U-profile 19 is gripped and the pipe 18 is rotated. Since the pipe 18 or pipe segments 18 ', 18' 'are rigidly connected by levers 27 (Fig. 3), which in turn are connected to the suspension arms 28, acting on an unshown braking device interacting with the guide rails 2, in this case the braking device is activated and the elevator car is braked.

On Fig schematically shows an additional embodiment of the starting device for the brake device. In this case, a shaft 30 is provided, to which a ledge 31 is rigidly connected, which interacts with the electromagnet 23 'and which is affected by the start spring 32. At both ends, the shaft 30 is connected to the levers 27, which are connected to the levers 28 of the suspension, acting on the brake device not shown . In the excited state of the electromagnet, the shaft 30 and, therefore, the levers 27 remain in a position in which the brake device is not actuated and is inoperative. When the electromagnet 23 'is de-energized, the start spring 32 causes the shaft 30 and thus the levers 27 to rotate, as a result of which the braking device is activated and the elevator car stops. According to the embodiment of FIG. 9, a shoulder 31 is mounted on the arm 40 of the crank lever 41 rotatable about an axis 42, which interacts with the electromagnet 23 'and which is affected by the start spring 32. In this case, the electromagnet 23' and the start spring 32 act when the normal distance from the axis, on the ledge 31. As a result, the crankshaft is rotated accordingly after the electromagnet 23 'is de-energized, with the other arm 43 of the crankshaft 41 activating the braking device not shown. In the embodiment of FIG. 6, cranked levers 41 are located on a section of each guide rail 2, both electromagnets 23 ′ being controlled together.

In conclusion, it should be noted that, of course, the invention can also find application in such elevator systems in which several elevator cabs move in one shaft without departing from the invention.

Claims (20)

1. An elevator comprising a cabin moving along the guide rails in the shaft (2), an electronic unit, including for controlling or regulating the movement, and an emergency braking device for preventing the super-maximum speeds of the elevator car, the emergency braking device comprising a brake device and a detector a device (9, 11), the signal of which, when the super-limiting speed of the elevator car is reached, activates a braking device, characterized in that the detector device (9, 11) contains, in m at least two wheels (9), which are adjacent to the guide rail (2) and of which each wheel drives a detector (11), the signal of which sets the angle of rotation or frequency of rotation of the corresponding wheel, while the electronic unit is arranged in such a way that it multifunctionally uses the signals of the detectors, and at least one detector signal is used during operation of the elevator in the range of permissible speeds to determine at least one value characterizing the path, speed and / or acceleration and Exposure to the further operation of the elevator, the electronics unit activates the braking device in the case where at least one of the detectors (11) reports its signal superlimiting velocity of the elevator car, lying outside the authorized speed range. 2. The elevator according to claim 1, characterized in that means for monitoring the functioning of the detectors are provided, and the signals of different detectors, made primarily in the form of encoders, are compared with each other to determine an unacceptable degree of discrepancy. 3. The elevator according to claim 1, characterized in that means are provided for storing detector signals at least at certain intervals and for comparing subsequent detector signals with a stored detector signal or detector signals to obtain information about the current state or mode of the rollers . 4. The elevator according to claim 2, characterized in that means are provided for stopping the started movement of the elevator car at the next scheduled stop in the event that an unacceptable discrepancy between the detector signals or an unacceptable absolute value of the detector signals is detected. 5. The elevator according to claim 1, characterized in that the wheels (9), preferably each wheel individually, are pressed against the corresponding surface of the rail by means of a tension spring (15z), made preferably in the form of a helical spring, providing a frictional closure. 6. The elevator according to claim 1, characterized in that two wheels (9) are adjacent to a single guide rail so that one wheel moves on one side of the rail head (8) and the second wheel on the opposite side of the rail head (8) is preferably at the same level with the first wheel, as a result of which unloading of one wheel (9) caused by shaking, elasticity, and tolerances relative to the surface on which it moves increases the loading of the other wheel (9) relative to the surface on which it moves, and thus simultaneous unloading of both wheels (9) is excluded. 7. The elevator according to claim 6, characterized in that each individual wheel (9) is installed using the corresponding suspension arm (10L) in such a way that, in case of failure of the spring (15z), which presses the wheel with friction closure to the corresponding rail surface (18) , it unfolds under the action of a return spring, or preferably gravity, and loses contact with the rail with a frictional closure. 8. The elevator according to claim 1, characterized in that the width of each wheel in the direction of its axis of rotation is negligible, amounting to less than 30%, ideally less than 20% of the width of the guide means, when viewed perpendicular to the direction of movement of the elevator car, providing direction elevator cabs on the corresponding rail surface. 9. The elevator according to claim 1, characterized in that each detector (11) inside the emergency braking electronic unit (13) is given its own separate electronic processing unit and the corresponding executive bodies separate from the electronic unit of the other detector, as a result of which an invalid mode of movement is detected a braking device, preferably a braking device and a safety circuit independent of it, may be actuated, independently of the other electronic unit and its actuators. 10. The elevator according to claim 1, characterized in that the electronic emergency braking unit (13) comprises an autonomous power supply, preferably in the form of a battery. 11. The elevator according to claim 1, characterized in that, at least in one section of the shaft means are provided on the elevator car and in the shaft, which form the corresponding signal in a completely defined reference position of the elevator car, which is compared for periodic monitoring and / or calibration of determining the position of the elevator car with at least one detector signal or a position signal derived from it. 12. The elevator according to claim 1, characterized in that the electronic unit uses at least one detector signal to determine the instantaneous position of the elevator car during a stop to accurately position the elevator car and / or to influence the anticipatory opening of the door. 13. The elevator according to claim 1, characterized in that the electronic unit uses at least one detector signal to monitor the position of the elevator car during maintenance work of the elevator to provide the prescribed service area, and the electronic unit is preferably made in this way that it activates the braking device / fishing device when a threat arises to maintain an adequate service area. 14. The elevator according to claim 1, characterized in that the electronic unit uses at least one detector signal to test the ability to transmit the driving force by friction and to determine that the elevator car moves upward when the counterweight is on the shock absorbers. 15. The elevator according to claim 1, characterized in that the electronic unit uses at least one decoder signal as the value of the instantaneous speed of the elevator car so that, depending on the height of the lift or the distance from the top of the shaft and its pit, It was necessary to set different and / or maximum speeds of the elevator car.
16 The elevator according to claim 1, characterized in that the electronic unit uses at least one decoder signal to gradually actuate the safety circuit and then the brake device. 17. The elevator according to claim 1, characterized in that the electronic unit uses at least one decoder signal as the instantaneous acceleration of the elevator car and is triggered if the maximum acceleration is exceeded. 18. The elevator according to claim 1, characterized in that both wheels (9) are mounted on a pivotally mounted balancer suspension (10) on both sides of the guide rail (2), while the balancer suspension (10) is preloaded with one, preferably two springs (15). 19. The elevator according to claim 1, characterized in that two wheels (9) mounted on a balancing suspension (10) are adjacent to two guide rails (2) opposite each other, each two wheels adjacent to different guide rails (2) ( 9) are interconnected by a shaft (17, 17 '). 20. The elevator according to claim 19, characterized in that one of the two shafts (17 ') is passed through a pipe (18) connected to the brake device, the pipe (18) being a composite and both ends of two pipe sections facing each other ( 18 ', 18' ') constituting the pipe (18) are rigidly interconnected by a U-shaped profile (19), between the shelves of which there is a pushing rod (21), loaded with a spring (25) and moved by the actuator (solenoid 23) with overcoming the efforts of the spring (25) associated with the device (13) for controlling the brake device, resulting in zhennoe on the pushing rod (21) is eccentrically mounted and fixed on the friction wheel axis (20) can be brought into contact with the mounted on the shaft (17 ') to the other friction wheel (22). 21. The elevator according to claim 1, characterized in that the braking devices for both guide rails are controlled through separate control devices, and the executive bodies of the control devices, made in the form of electromagnets (23 '), are controlled jointly by the brake device (13).

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