WO2016091842A1 - Dispositif de commande pour freins - Google Patents

Dispositif de commande pour freins Download PDF

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Publication number
WO2016091842A1
WO2016091842A1 PCT/EP2015/078904 EP2015078904W WO2016091842A1 WO 2016091842 A1 WO2016091842 A1 WO 2016091842A1 EP 2015078904 W EP2015078904 W EP 2015078904W WO 2016091842 A1 WO2016091842 A1 WO 2016091842A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
voltage
converter
input
potential
Prior art date
Application number
PCT/EP2015/078904
Other languages
German (de)
English (en)
Inventor
Günther HERRMANN
Kai Egersdörfer
Christian Sigel
Stephan Rohr
Original Assignee
Thyssenkrupp Elevator Ag
Thyssenkrupp Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Thyssenkrupp Elevator Ag, Thyssenkrupp Ag filed Critical Thyssenkrupp Elevator Ag
Publication of WO2016091842A1 publication Critical patent/WO2016091842A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/28—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical
    • B66B1/32—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration electrical effective on braking devices, e.g. acting on electrically controlled brakes

Definitions

  • the present invention relates to a drive device for an electrically, in particular electromagnetically, releasable brake of a (passenger or goods) conveying device, a brake system with such a drive device and an electrically releasable brake and a method for braking a (person or goods) conveying device by means of a such braking system.
  • Passenger conveyors such as elevators, escalators and moving walkways, or goods conveyors, such as cranes or conveyors, have brakes that allow the conveyor to be stopped in an emergency.
  • a brake has the task of the delivery device from the movement (in an emergency) decelerate or keep it at a standstill safely and is therefore usually configured fail-safe.
  • the braking torque or the braking force is usually generated in case of fail-safe brakes on biased springs.
  • the brakes are released electrically (usually electromagnetically), hydraulically or pneumatically. In the de-energized state, they are closed. They therefore comply with the required safety aspects under all operating conditions including emergency stop and power failure.
  • Fail-safe means that the braking effect is always ensured, even under unfavorable conditions and operating disturbances.
  • a common type is the electromagnetically releasable spring-loaded brake. Unenergized, springs close the brake. If the coil of the electromagnet of the brake is energized, a magnetic field builds up, which releases the brake and releases a movement.
  • a control device for electromagnetically releasable brakes is known from FIG. 8 of EP 0 903 314 B1.
  • a DC current for venting an electromagnetically releasable brake is generated by means of a rectifier and two series-connected transistors.
  • a disadvantage of the solution is that a safe switching off of the brake air flow in case of failure, in particular a permanently conductive state of the transistors (eg alloying), can only be ensured by an additional electromechanical switch (eg relay contact). This is structurally complex and also makes the requirement of checking the functionality of the additional electromechanical switch.
  • EP 2 028 150 AI a control device is shown, in which the brake air flow can be switched off by opening two switches. Even with this solution, there is the risk that the brake air flow can not be switched off when both switches can not be opened.
  • a drive device for a brake of a transport device in particular for persons or goods
  • a brake system with at least one such drive device and at least one brake and a method for braking a conveyor device, in particular for persons or goods, by means of such a brake system with the features of the independent Claims proposed.
  • Advantageous embodiments are the subject of the dependent claims and the following description.
  • a driving device according to the invention for a brake of a conveying device has a simple, yet reliable construction.
  • an electronic, non-contact brake control can be provided.
  • the DC voltage is first transformed by an inverter with at least one controllable semiconductor switch, such as a MOSFET, IGBT, bipolar transistor, etc., and then transformed by means of a potential-separating transformer from the input side (primary side) to the output side (secondary side).
  • the DC-DC converter can be designed as a forward converter, single or push-pull converter, resonant converter or flyback converter.
  • the control of the at least one semiconductor switch is preferably carried out according to a PWM method (pulse width modulation), whereby the amplitude of the brake release voltage can be influenced.
  • PWM method pulse width modulation
  • the amplitude of the output voltage of a forward converter, resonant converter or flyback converter depends on the duty cycle of the inverter. If a silicon-carbide semiconductor switch is preferably used, this allows an increase in the PWM frequency, which in turn allows smaller dimensioning of the flyback converter and the chokes.
  • the potential-separating transformer ensures that in the case of a permanently conductive state (for example, alloying) of the at least one controllable semiconductor switch on the primary side, no electrical energy is transferred to the secondary side.
  • a ground fault of the brake circuit (secondary side of the converter) does not lead to a dangerous state, which can prevent the disconnection of the brake release current.
  • a ground fault on the primary side has no effect on the secondary side, as long as there is isolation between the primary and secondary side.
  • Another advantage of the transformer is that can be done by the free choice of the ratio of primary to secondary winding advantageous adaptation to the intended mains voltage and the required brake release voltage. This makes it possible to use the basic structure of the control device for different types of brakes or mains voltages. Alternatively or additionally, the adjustment of the voltage, as described above, take place by influencing the activation of the at least one semiconductor switch of the inverter. The transformed alternating voltage is finally rectified on the secondary side by a rectifier and provided as a brake release voltage at the brake release voltage output for a brake release actuator, eg an electromagnet.
  • a controllable output breaker For disconnecting an electrical connection from the DC-DC converter to the brake release voltage output, a controllable output breaker is provided. By opening the output circuit breaker, the brake release current can be switched off and thus the brake can be closed.
  • the output breaker is designed as a controllable semiconductor switch, such as a MOSFET, IGBT, bipolar transistor, etc.
  • a controllable semiconductor switch such as a MOSFET, IGBT, bipolar transistor, etc.
  • the inverter is no longer driven, ie. an activation of the at least one semiconductor switch of the inverter which causes the alternating direction ends.
  • This form of brake closing preferably takes place during each braking operation, be it during normal operation or during an emergency stop.
  • the (additional) switching off of the brake release air by opening the controllable output disconnector can e.g. to be omitted during normal operation and only happen with an emergency stop.
  • the activation device advantageously also has a brake release energy dissipation device, which is electrically conductively connected to the brake release voltage output.
  • a brake release energy dissipation device which is electrically conductively connected to the brake release voltage output.
  • the inverter has at least two, preferably exactly two, controllable semiconductor switches. Further current valves of the inverter can be designed as diodes. This represents a structurally simple embodiment of the inverter.
  • the drive device has an AC voltage input and an input rectifier electrically connected to the AC voltage input, which is electrically conductively connected to the DC voltage input.
  • the drive device can be connected to conventionally existing AC voltage networks.
  • Such an upstream input rectifier can advantageously provide the (supply) direct voltage for several drive devices. This leads to an improved modularity and a reduction of the expenditure on equipment.
  • the drive device preferably has at least one voltage measuring device and / or current measuring device and / or temperature measuring device.
  • one or more voltages from the group comprising the (supply) DC voltage, the primary-side AC voltage, the secondary-side AC voltage and the brake release voltage, and / or one or more currents from the group comprising the (supply) DC and the brake air flow, and or one or more temperatures from the group comprising the temperature of the at least one controllable semiconductor switch and the temperature of the output breaker are detected.
  • voltage, current and temperature monitoring the desired error-free operation of the brake control can be monitored, which is also the subject of the invention.
  • the brake monitoring sensors can be used on the basis of the signal change. At which brake release current the sensor signals the change of the brake from closed to open or from open to closed.
  • the amount of the necessary brake air flow or the necessary brake release voltage can be determined adaptively or iteratively. Also, by evaluating the characteristic curve of the brake air flow when opening or closing the brake, the transition from brake closed to vented (ie, open) or from vented to closed can be determined.
  • Elevator standards such. B. EN 81, stipulate that in an elevator drive two independently operating brakes or brake circuits must be present (redundancy). This ensures that the car is kept safe even in the event of total failure of a brake circuit.
  • Machine-room-less elevator concepts also require extremely compact and low-noise elevator brakes, since modern elevator drives are often placed in the shaft or ride on the cab.
  • elevator brakes are particularly suitable as the at least one brake of a brake system according to the invention, in which two individual complete brakes are arranged one behind the other. Also suitable are versions with two or more brake circuits that act on a friction lining.
  • the magnetic coils of the individual brake circuits can be accommodated in a common coil carrier or each in its own coil carrier.
  • brakes are suitable with at least two brake calipers, which are arranged on a brake disc, or with or two brake shoes, which are arranged on a brake cylinder, and elevator brakes with a magnet coil and segmented armature disc.
  • Figure 1 shows a preferred embodiment of a brake system according to the invention with a preferred embodiment of a drive device according to the invention and an electrically releasable brake.
  • FIG. 1 shows a braking system 1 according to a preferred embodiment of the invention with two independent brake circuits I and II shown schematically and like a circuit diagram.
  • the brake circuit I has a preferred embodiment of a drive device 100 according to the invention and an electrically releasable brake 10 driven by the latter and shown only partially schematically.
  • the brake 10 is e.g. to an electromagnetically releasable spring pressure brake, which has an electromagnet 11, by the energization of which the brake is released (that is, opened).
  • the brake is for braking or holding a (passenger or goods) conveying device, such as e.g. an elevator, an escalator or moving walk, a crane or a conveyor belt trained.
  • the brake circuit II has another preferred embodiment of a drive device 200 according to the invention and a brake 20 which is controlled by the latter and is shown only partially.
  • the brake 20 is also an electromagnetically releasable spring pressure brake with an electromagnet 21.
  • the electromagnets 11, 21 preferably ventilate a brake system (a drive).
  • the brakes 10 and 20 may be two single complete brakes arranged one behind the other. Likewise, however, they could together form a brake with two brake circuits acting on a Reibbelag uman. They may also together form a brake with two brake calipers which are arranged on a brake disk, or with two brake shoes which are arranged on a brake cylinder, or a brake with a magnet coil and segmented armature disk.
  • the brake circuit I For simplicity, only the brake circuit I will be described, but the brake circuit II is formed substantially the same in terms of the drive means and the brake. Existing differences will be discussed below. For a better overview However, the elements of the driving device 200 are not provided with reference numerals, but correspond to those of the driving device 100th
  • the control device 100 has a (here only internally executed) DC voltage input 110 for receiving a DC supply voltage.
  • the DC supply voltage can be measured by means of a voltage measuring device VI.
  • a backup capacitor Cl is arranged to support the DC supply voltage.
  • the DC supply voltage is output to supply lines V + and V-.
  • a current measuring device AI the DC supply current can be measured.
  • a controllable potential-separating DC-DC converter 120 is electrically connected.
  • the DC-DC converter 120 has on the input side an inverter 130 for inverting the DC supply voltage.
  • the inverter 130 has two branches 131, 132, each of which has a controllable semiconductor switch 131a or 132a and a diode 131b or 132b as current valves.
  • PWM control of the controllable semiconductor switches 131a and 132a an input AC voltage can be generated by a primary coil PI of a potential-separating transformer 140.
  • the primary coil PI is connected between the center taps of the branches 131 and 132.
  • the semiconductor switch for example, a MOSFET, IGBT, bipolar transistor, etc. may be used.
  • the potential-separating transformer 140 is used to transform the input AC voltage into an AC output voltage.
  • it has three primary coils PI, P2, P3 and two secondary coils S1, S2. It is connected as a flyback converter with asymmetrical half-bridge control.
  • a ground fault on the secondary side of the converter advantageously does not lead to a dangerous state, which can prevent the disconnection of the brake-release current.
  • a ground fault on the primary side has no effect on the secondary side, as long as there is isolation between the primary and secondary side.
  • the insulation of the transformer is carried out according to the prior art.
  • the output AC voltage induced in the secondary coils S1 and S2 is rectified by a rectifier 150 to output a DC output voltage V3 having potentials V3 + and V3-.
  • the rectifier 150 here has diodes 151, 152 as current valves.
  • the rectifier 150 is electrically conductively connected to an optional filter and attenuator 160, which has capacitors and resistors and essentially serves for smoothing the DC output voltage V3 of the rectifier 150.
  • controllable output disconnect switch designed here as a controllable semiconductor switch 170, which can disconnect an electrical connection from the DC-DC converter 120 to a brake-release voltage output 180.
  • the current flowing through the brake release voltage output 180 can be monitored by means of one or more current measurement devices A2 +, A2-.
  • the semiconductor switch 170 for example, a MOSFET, IGBT, bipolar transistor, etc. may also be used.
  • a Bremslsubenergieabbau spur 190 is connected, which has a varistor here. After opening the output circuit breaker 170, the magnetic energy stored in the electromagnet 11 can be rapidly dissipated through the varistor 190, so that the brake closes quickly.
  • the transformer 140 has at its primary winding P2 on a voltage measuring device V2 for measuring the rectified by a diode transformer voltage; this makes it easy to deduce the secondary voltage.
  • the primary winding P3 is connected to protective conductor PE.
  • P3 is provided as a shield winding between PI, P2 and Sl, S2. This serves to further increase security.
  • a detection can be provided, whether this screen winding is potential-free. By means of an auxiliary current or voltage source can be checked whether the insulation is given against mains or ground potential.
  • the control device 100 in the illustrated embodiment - in contrast to the control device 200 - an input rectifier 105 which is electrically connected to an AC input 104.
  • the drive device 100 with conventional AC voltage (as AC).
  • a voltage measuring device VO may be provided for monitoring the AC input voltage.
  • certain flow control valves 100 of the control device are equipped with a temperature measuring device, which is shown in the figure as a rectangular border of the flow control valves. Specifically, these are the flow valves 131a, 132a, 151, 152 and 170.
  • the drive device 100 has control terminals SA1, SA2, SA3, which are connected to the controllable semiconductor switches 131a, 132a and 170, respectively. By appropriate electrical control, the semiconductor switches can be opened and closed.
  • the Anêteichcardi 200 has corresponding control terminals. The power supply of the driver 200 is provided via the supply terminals V + and V-.
  • an electronic control unit 2 For controlling a An interviewedereichcardi an electronic control unit 2 is provided, which ensures the proper operation of the brake system 1.
  • the control unit 2 has a plurality of connections, so that the control device 200 of the brake circuit II and optionally further control devices of the same control unit 2 are controllable. Within the control unit 2, the measured voltage, current and temperature values can be monitored.
  • the brake system can be monitored for secondary-side external voltage injection or a secondary-side ground fault.
  • This can take place during start-up and / or regularly or irregularly during operation, in elevators, in particular during the testing of the elevator installation before the first start-up or the recurrent inspection of the elevator installation.
  • One option for monitoring the secondary-side external voltage injection is a secondary differential current measurement.
  • the difference between the currents A2 + and A2- is monitored for a minimum threshold. If this difference exceeds a value which is significantly lower than the usual brake release flow, there is a potential hazard insofar as the brake release flow can not be switched off. It is then prevented by the control electronics 2 further operation.
  • Another possibility for monitoring is a measurement of the voltage or the ohmic resistance on the secondary side, preferably between V3 and PE. It is monitored by means of a DC or AC source between V3 and PE, whether the voltage or the ohm value between V3 and PE does not fall below a minimum value. If the minimum value is undershot, the control electronics 2 prevent further operation.
  • the height of the injected direct or alternating current is clearly selected (for example two orders of magnitude) lower than the smallest intended brake release current.
  • a low-frequency AC source e.g., in the range between 50 Hz and 100 Hz
  • Testing for external voltage injection or secondary earth leakage during commissioning or periodic maintenance may be carried out with a suitable measuring instrument (eg insulation tester).
  • a suitable measuring instrument eg insulation tester
  • the review of the braking effect of individual brake circuits is particularly simple due to the modular design of a brake system according to the invention. This can take place during commissioning and / or regularly or irregularly during operation. trains, in particular during the inspection of the elevator installation before the first commissioning or the periodic inspection of the elevator installation.
  • each brake release actuator can be controlled separately. Thus, no circuit-technical change (rewiring or jumpers) or no circuit-technical overhead for a test is necessary.
  • an emergency shutdown device 3 is provided, upon the actuation of which the control signals for the control connections SA1 to SA3 are interrupted. This corresponds to the functionality of the contactors used since then.
  • the emergency shutdown device 3 can have two independent electronic HSD circuits (HSD: hardware shutdown). As a result, open the semiconductor switches 131a, 132a and 170, whereby on the one hand energy transfer from the primary circuit in the secondary circuit and on the other hand, an output of a brake release voltage can be prevented.
  • the magnetic energy stored in the electromagnet 11 can be dissipated via the varistor 190.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Escalators And Moving Walkways (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)

Abstract

La présente invention concerne un dispositif de commande (100, 200) destiné à un frein (10, 20) d'un système de transport, comprenant une entrée de tension continue (110), un convertisseur de tension continue (120) séparateur de potentiel et commandable, relié de manière électroconductrice à l'entrée de tension (110), une sortie de tension de desserrage de frein (180) reliée de manière électroconductrice au convertisseur de tension continue (120) et destinée à fournir une tension de desserrage de frein, et un disjoncteur de sortie (170) commandable destiné à interrompre une connexion électrique du convertisseur de tension continue (120) à la sortie de tension de desserrage de frein (180). Le convertisseur de tension continue (120) présente selon l'invention un redresseur (130) destiné à redresser une tension continue appliquée à l'entrée de tension continue (110) et comprenant au moins un commutateur à semi-conducteur (131a, 132a) commandable destiné à produire une tension alternative, un transformateur (140) séparateur de potentiel destiné à transformer la tension alternative, et un redresseur (150) pour redresser la tension alternative transformée afin de produire la tension de desserrage de frein.
PCT/EP2015/078904 2014-12-09 2015-12-08 Dispositif de commande pour freins WO2016091842A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102014225335.7 2014-12-09
DE102014225335 2014-12-09
DE102015204400.9 2015-03-11
DE102015204400.9A DE102015204400A1 (de) 2014-12-09 2015-03-11 Ansteuereinrichtung für Bremsen

Publications (1)

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WO2016091842A1 true WO2016091842A1 (fr) 2016-06-16

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PCT/EP2015/078904 WO2016091842A1 (fr) 2014-12-09 2015-12-08 Dispositif de commande pour freins

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DE (1) DE102015204400A1 (fr)
WO (1) WO2016091842A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2615371A (en) * 2022-02-08 2023-08-09 Lester Control Systems Ltd Lift control

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1225150A1 (fr) * 2001-01-09 2002-07-24 Inventio Ag Dispositif pour fonctionnement silencieux d'un frein d'ascenseur
EP0905514B1 (fr) 1997-09-27 2003-11-26 Horiba, Ltd. Appareil de dénombrement de cellules sanguines et d'essais immunologiques utilisant tout le sang
EP2028150A1 (fr) 2006-06-15 2009-02-25 Mitsubishi Electric Corporation Système de freinage d'un ascenseur
WO2009154591A1 (fr) * 2008-06-17 2009-12-23 Otis Elevator Company Commande sûre d’un frein au moyen de dispositifs de commande de faible puissance

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE59807293D1 (de) 1997-09-22 2003-04-03 Inventio Ag Ueberwachungseinrichtung für eine Antriebssteuerung für Aufzüge
EP2669237A1 (fr) * 2012-05-31 2013-12-04 Ziehl-Abegg AG Circuit de commande de freinage pour un frein actionné de manière électromagnétique et procédé sécurisé de mise hors tension d'un frein actionnable de manière électromagnétique

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0905514B1 (fr) 1997-09-27 2003-11-26 Horiba, Ltd. Appareil de dénombrement de cellules sanguines et d'essais immunologiques utilisant tout le sang
EP1225150A1 (fr) * 2001-01-09 2002-07-24 Inventio Ag Dispositif pour fonctionnement silencieux d'un frein d'ascenseur
EP2028150A1 (fr) 2006-06-15 2009-02-25 Mitsubishi Electric Corporation Système de freinage d'un ascenseur
WO2009154591A1 (fr) * 2008-06-17 2009-12-23 Otis Elevator Company Commande sûre d’un frein au moyen de dispositifs de commande de faible puissance

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2615371A (en) * 2022-02-08 2023-08-09 Lester Control Systems Ltd Lift control
GB2615371B (en) * 2022-02-08 2024-08-28 Lester Control Systems Ltd Lift control

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