WO2017121760A1 - Procédé de surveillance d'un premier frein d'une cabine de système d'ascenseur - Google Patents

Procédé de surveillance d'un premier frein d'une cabine de système d'ascenseur Download PDF

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Publication number
WO2017121760A1
WO2017121760A1 PCT/EP2017/050482 EP2017050482W WO2017121760A1 WO 2017121760 A1 WO2017121760 A1 WO 2017121760A1 EP 2017050482 W EP2017050482 W EP 2017050482W WO 2017121760 A1 WO2017121760 A1 WO 2017121760A1
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WO
WIPO (PCT)
Prior art keywords
car
brake
triggered
elevator system
acceleration
Prior art date
Application number
PCT/EP2017/050482
Other languages
German (de)
English (en)
Inventor
Eduard STEINHAUER
Matthias Glück
Bankole ADJIBADJI
Thomas Kuczera
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 WO2017121760A1 publication Critical patent/WO2017121760A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/04—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions for detecting excessive speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces

Definitions

  • the present invention relates to a method for monitoring a first brake of a car of an elevator system, wherein the first brake of the car is triggered upon the occurrence of a trigger condition.
  • safety systems are usually implemented in order to bring a car safely to a halt in the event of a defect in the elevator system and thus to secure the car, for example, against falling.
  • a failure of the elevator system occurs and the car is set in motion uncontrollably, for example, when the speed of the car increases suddenly, a first brake of the car is triggered, which is to delay the car and bring it to a standstill.
  • Elevator systems must also be protected against the case that a deceleration of the car fails by the first brake.
  • a further brake of the car is provided, which may be designed as a safety gear. This additional brake is triggered as soon as insufficient braking of the car is detected. For example, this may be the case when a defect of the first brake occurs or when e.g. Slipping the ropes of the elevator system over the traction sheave when the first brake is working.
  • the car is movable in a particular vertically extending elevator shaft.
  • a first and a second brake are provided for the car.
  • the first brake of the car is triggered.
  • an acceleration variable is monitored, which depends on an acceleration of the car.
  • the second brake is triggered as a function of a comparison of the acceleration variable with at least one predetermined threshold value. For example, when the acceleration variable reaches or exceeds the threshold value, the second brake of the car is triggered.
  • the first brake is activated in particular if a speed of the car is too great during a drive of the car, for example because of a defect or malfunction of the elevator system.
  • the triggering of the first brake upon the occurrence of the triggering condition represents, in particular, a first safety level in order to bring the car to a standstill in the event of a malfunction of the elevator system.
  • the second brake is provided in particular as an emergency brake, which is triggered when the first brake is defective or does not cause a sufficient delay of the car.
  • the triggering of the second brake represents in particular a second security level in order to bring the car to a standstill in the event of a malfunction of the elevator system and / or in the event of a malfunction of the first brake.
  • the first and second brakes ensure redundancy.
  • the threshold value or the threshold values characterize a defect in which the first brake does not cause a sufficient deceleration of the car. It can be detected as quickly as possible, whether a defect of the first brake or the elevator system is present and the second brake can be triggered as quickly as possible. Therefore, a short reaction time to a defect of the elevator system and / or the first brake is ensured.
  • the second brake it is not necessary to trigger the second brake, the speed or a driving curve of the car, so the speed of the car against the time or against the position of the car to monitor. It is therefore preferred that the speed of the car is not taken into account for triggering the second brake. In particular, only taking into account the acceleration magnitude, the second brake is triggered.
  • the travel curve is usually monitored to trigger both the first and second brakes.
  • the first brake is triggered in particular when the travel curve intersects a first curve (so-called brake release curve).
  • the second brake is usually triggered when the travel curve intersects a second curve (so-called catch triggering curve).
  • the choice of the brake trip curve and the catch trip curve proves to be problematic. If the brake tripping curve and the tripping tripping curve are too close to each other, there is a risk that the travel curve intersects the tripping tripping curve even if the first brake does not work properly and thus that the second brake is triggered unnecessarily. If the brake tripping curve and the tripping tripping curve are too far apart, a defect can only be detected after a comparatively large time interval and the second brake is triggered with a high reaction time.
  • the invention provides a way to monitor the first brake and to trigger the second brake without monitoring the car speed and without using a capture trip curve. It can be ensured that the second brake is triggered with a short reaction time and it can be avoided that the second brake is triggered unnecessarily even when functioning, not defective first brake.
  • a positive acceleration of the car as the first acceleration variable and / or the deceleration, ie a negative acceleration of the car, are monitored as a second acceleration variable.
  • the second brake is preferably triggered when the first acceleration variable is above a first predetermined threshold value and / or when the second acceleration variable is below a second predetermined threshold value. After triggering the first brake is monitored in this case, in particular, whether the acceleration is within a predetermined range. If this is the case, the first brake will cause a sufficient deceleration of the car and the second brake will not be triggered. If the acceleration is not within the specified range or the acceleration reaches a threshold value, the second brake is triggered.
  • the value zero is selected as the first threshold, since the movement of the car is to be slowed down and an acceleration of the car indicates a defect of the first brake and / or the elevator system.
  • the second threshold characterizes a deceleration value with which the movement of the car is to be decelerated.
  • the following cases can be covered by monitoring the positive and / or negative acceleration:
  • the car moves down in the elevator shaft and should be braked.
  • the car does not slow down, but continues to move at a constant speed.
  • a delay of the car thus has the value zero and is thus below the predetermined second delay threshold with which the movement of the car is to be delayed.
  • the second brake is thus triggered.
  • the suspension cables can slip over the traction sheave when the brake is triggered, which is why the deceleration is insufficient and lies below the predetermined second threshold value.
  • the ropes can even break, causing the car is not delayed when the brake is triggered, but even accelerated down.
  • Such a positive acceleration is then also above the predetermined first threshold value and at the same time the delay is below the predetermined second threshold value. In these cases, the second brake is triggered in each case.
  • the car Even when the car is moving upwards, in the event of a defect in the first brake, the car may not be braked sufficiently.
  • the delay in this case is also below the predetermined second threshold and the second brake is triggered.
  • a defect in the elevator system for example as a result of a defect in a control unit or elevator control, as a result of which an engine of the elevator system is erroneously activated, it may happen, for example, when the first brake is working, that the car is accelerated upwards.
  • the positive acceleration is thus above the predetermined first threshold value and the delay below the predetermined second threshold value. Also in this case, therefore, the second brake is triggered.
  • the comparisons of the acceleration and deceleration with the respective threshold value can in particular be carried out after certain predefined or adjustable time intervals after the first brake has been triggered. For example, a first time interval after which a comparison of the acceleration with the first threshold value is made shorter than a second time interval after which the delay is compared with the second threshold.
  • the first time interval is selected such that the acceleration is compared with the first threshold immediately after the first brake has been triggered.
  • the second time interval can be ensured in particular that the second brake is not triggered unnecessarily, because the first brake, for example, only after a certain time causes its full effect and the desired delay. It is understood that the first and second time interval can be chosen expediently identical.
  • the acceleration can for example be detected directly by measurement, for example by means of an acceleration sensor arranged on the car.
  • the acceleration can also be calculated mathematically.
  • the speed of the car can be determined as a function of time and derived according to the time.
  • a travel curve of the car ie the speed of the car against the time or against the position of the car, can be determined or metrologically detected for this purpose.
  • the threshold value or the maximum value describes a speed which indicates a defect or a malfunction of the elevator system.
  • the threshold value or the maximum value describes a speed that is not reached or should not be reached in the normal, error-free operation of the elevator system. For example, it can be monitored whether an actual speed of the car exceeds a set speed, which is predetermined by an elevator control.
  • a driving curve of the car is determined, ie the speed of the car is plotted against the time or against the position of the car.
  • a trigger condition it is preferably monitored whether the travel curve intersects a reference curve, in particular the so-called brake release curve.
  • the reference curve describes a maximum permissible speed profile which may not be exceeded during normal transport operation during normal, error-free operation of the elevator system.
  • a service brake or holding brake of the car is triggered as the first brake.
  • the service brake is in particular intended to hold the car in the normal case, for example, during a stop in a desired position in the elevator shaft or in a desired floor.
  • the service brake may for example be designed as a mechanical brake which acts mechanically on the drive of the car or on special elements of the output, for example on a traction sheave.
  • the service brake may for example also be designed as an electromagnetic brake, which acts electromagnetically in particular on the drive itself.
  • a safety gear of the car is triggered as the second brake.
  • the safety gear can be arranged for example on the car.
  • the safety gear on mechanical elements such as blocks or wedges, which wedged on triggering the safety gear especially on a guide rail.
  • the invention further relates to an elevator system with a car, with a first brake of the car and with a second brake of the car.
  • the elevator system is set up to carry out a preferred embodiment of the method according to the invention.
  • the elevator system has a suitable control unit for this purpose. Embodiments of this elevator system according to the invention will become apparent from the above description of the method according to the invention in an analogous manner.
  • the elevator system can also have a plurality of cars, for each of which a first and a second brake are provided.
  • each car of these several cars can be monitored according to a preferred embodiment of the method according to the invention.
  • Figure 1 shows schematically a preferred embodiment of an elevator system according to the invention, which is adapted to perform a preferred embodiment of a method according to the invention.
  • FIG. 2 schematically shows a preferred embodiment of a method according to the invention as a block diagram.
  • FIG. 3 shows schematically a time-velocity diagram which can be determined in the course of a preferred embodiment of a method according to the invention.
  • Figure 4 shows schematically a time-velocity diagram which can be determined in a conventional elevator system according to the prior art.
  • FIG. 1 shows a preferred embodiment of an elevator system according to the invention is shown schematically and designated 100.
  • the elevator system 100 comprises an elevator shaft 101 which extends vertically in a building having the elevator system.
  • the elevator shaft 101 two guide rails 102 are arranged, along which a car 103 can be moved vertically.
  • the car 103 is suspended on a carrying cable 104, which is connected via a traction sheave 105 and a deflection roller 106 with a counterweight 107.
  • the car 103 is moved by means of a traction sheave drive.
  • a motor 108 is provided, for example a synchronous motor, which can set the traction sheave 105 in rotary motion.
  • a first brake 109 is provided as a service brake.
  • the service brake 109 may be formed, for example, as a mechanical brake, which acts mechanically on the traction sheave 105.
  • a second brake 110 is provided at the car 103.
  • the second brake 110 is formed as a safety gear.
  • the safety gear 110 has, for example, mechanical elements, such as wedges, which wedge firmly against the guide rails 102 when the safety gear 110 is triggered.
  • a control unit 111 is configured to control the elevator system 100.
  • the control unit 111 controls, in particular, the motor 108 and the two brakes 109 and 110.
  • the control unit 111, the first brake 109, and the second brake 110 constitute a safety system of the elevator system 100.
  • the first brake 109 will be triggered. If in such a defect of the elevator system 100, for example, a defect of the first brake 109 is present and this does not cause a sufficient delay of the car 103, the second brake 110 is triggered.
  • control unit 111 is adapted to perform a preferred embodiment of a method according to the invention, which is shown schematically in Figure 2 as a block diagram.
  • the car 103 is located in a floor of the building comprising the elevator system 100, for example on a fifth floor.
  • the car 103 is held by the activated service brake 109 in this floor.
  • Passengers enter the car and enter a destination floor into which they wish to be transported, for example the tenth floor.
  • the service brake 109 is released and the car 103 is set in motion by the traction sheave drive.
  • a travel curve of the car 103 is determined in step 202, ie the speed of the car 103 plotted against the time or against the position of the car.
  • step 203 it is monitored whether a triggering condition occurs. It is monitored whether the specific travel curve intersects a reference curve, the so-called brake trip curve. If this is not the case, there is no fault of the elevator system 100 and the travel of the car 103 is continued regularly in step 204.
  • the elevator car 103 moves at too large a disallowed speed, from which it can be concluded that there is a defect in the elevator system 100.
  • the first brake 109 is triggered in step 205 to bring the car 103 to a standstill.
  • an acceleration quantity is determined and monitored in step 206.
  • the delay, ie the negative acceleration of the car 103 is determined and monitored as an acceleration quantity.
  • step 207 it is monitored whether the delay of the car 103 is in a predetermined range or whether the delay reaches a threshold, in particular whether the delay is below a minimum value.
  • step 208 If the delay in step 208 is within the predetermined range or the delay does not fall below the minimum value, the first brake 109 operates correctly and causes a sufficiently large delay of the car.
  • step 209 the second brake 110 of the car 103 is activated.
  • FIG. 3 shows schematically a time-speed diagram of the car 103, which can be determined in the course of a preferred embodiment of the method according to the invention.
  • the driving curve of the car 103 is designated, with 302 the reference curve or brake trip curve.
  • the car 103 starts its journey on the fifth floor. Up to a time t 2 , the car is accelerated, then it moves at a first constant speed v 0 . At a time t 3 , the speed of the car 103 is to be reduced to terminate the travel of the car 103 on schedule in the tenth floor.
  • a corresponding error-free travel curve, as it can be determined in the course of a fault-free operation of the elevator system 100 is shown in dashed lines and designated 303.
  • a failure of the elevator system 100 occurs and the car 103 starts to accelerate.
  • the travel curve 301 intersects the reference curve 302.
  • the first brake 109 is then triggered.
  • the speed of the car 103 is then reduced and the corresponding delay is determined and monitored.
  • a time t 6 it is determined that the deceleration falls below a minimum value as a predetermined threshold value, since the first brake 109, for example, likewise has a defect and can not decelerate the car sufficiently.
  • the second brake 110 is then triggered.
  • the car 103 is then delayed until it comes to a standstill at time t 8 .
  • the car 103 in the case of a defect of the first brake 109, it may even happen that the car 103 can not be braked at all. In extreme cases, the car 103 crashes. In this case, the acceleration of the car 103 is significantly above a corresponding acceleration threshold, which is in particular the value zero. The delay in this case is well below the minimum value.
  • the second brake 110 is triggered.
  • Dashed and designated 304 is the so-called "Ultimate Stopping Curve", which describes the worst-case scenario in which a defect of the elevator system 100 and the first brake 109 occurs and the second brake 110 causes only a minimal delay.
  • FIG. 4 to illustrate the procedure according to the invention, a time-velocity diagram is schematically shown, which can be determined in a conventional elevator system according to the prior art.
  • Indicated at 401 is a travel curve of a car in the conventional elevator system, at 402 a brake trip curve.
  • a drive of the car is started at the time t 1 *, the car is accelerated up to a time t 2 * and moves up to a time t 3 * at a constant speed v 0 *, until a defect of the conventional elevator system occurs and the car begins to accelerate.
  • the travel curve 401 intersects the brake release curve 402.
  • a first brake of the car is triggered.
  • the travel curve 402 intersects a second reference curve, the so-called capture trigger curve 403. Thus, it is determined that the first brake has a defect.
  • a second brake of the car is triggered and the car comes to the time t 8 * to a halt.
  • a defect of the first brake according to a preferred embodiment of the method according to the invention can be detected earlier than in a conventional elevator system. Furthermore, the car can be brought to a standstill earlier in a defective elevator system and defective first brake according to a preferred embodiment of the inventive method, as in a conventional elevator system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

Procédé de surveillance d'un premier frein (109) d'une cabine (103) de système d'ascenseur (100), le permier frein (109) de la cabine (103) étant déclenché (205) en cas de survenue d'une condition de déclenchement. Selon l'invention, après le déclenchement du premier frein (109), une grandeur d'accélération qui dépend d'une accélération de la cabine (103) est surveillée (207) et un second frein (110) de la cabine (103) est déclenché (209) en fonction d'une comparaison de la grandeur d'accélération avec au moins une valeur de seuil prédéfinie.
PCT/EP2017/050482 2016-01-14 2017-01-11 Procédé de surveillance d'un premier frein d'une cabine de système d'ascenseur WO2017121760A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016100533.9A DE102016100533A1 (de) 2016-01-14 2016-01-14 Verfahren zum Überwachen einer ersten Bremse eines Fahrkorbs eines Aufzugsystems
DE102016100533.9 2016-01-14

Publications (1)

Publication Number Publication Date
WO2017121760A1 true WO2017121760A1 (fr) 2017-07-20

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PCT/EP2017/050482 WO2017121760A1 (fr) 2016-01-14 2017-01-11 Procédé de surveillance d'un premier frein d'une cabine de système d'ascenseur

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DE (1) DE102016100533A1 (fr)
WO (1) WO2017121760A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113716423A (zh) * 2020-05-26 2021-11-30 奥的斯电梯公司 紧急终端停止系统

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090178889A1 (en) * 2006-08-14 2009-07-16 Kone Corporation Elevator system
US20100219023A1 (en) * 2007-10-18 2010-09-02 Kone Corporation Elevator
US20140332322A1 (en) * 2010-01-18 2014-11-13 Kone Corporation Elevator system including monitoring arrangement to activate emergency braking procedure based on deceleration and method of operating the same
WO2015036650A1 (fr) * 2013-09-10 2015-03-19 Kone Corporation Procédé pour effectuer un arrêt d'urgence et agencement de sécurité pour ascenseur

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4924191B2 (ja) * 2007-05-09 2012-04-25 株式会社日立製作所 エレベーター

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090178889A1 (en) * 2006-08-14 2009-07-16 Kone Corporation Elevator system
US20100219023A1 (en) * 2007-10-18 2010-09-02 Kone Corporation Elevator
US20140332322A1 (en) * 2010-01-18 2014-11-13 Kone Corporation Elevator system including monitoring arrangement to activate emergency braking procedure based on deceleration and method of operating the same
WO2015036650A1 (fr) * 2013-09-10 2015-03-19 Kone Corporation Procédé pour effectuer un arrêt d'urgence et agencement de sécurité pour ascenseur

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113716423A (zh) * 2020-05-26 2021-11-30 奥的斯电梯公司 紧急终端停止系统
EP3915921A1 (fr) * 2020-05-26 2021-12-01 Otis Elevator Company Systèmes d'arrêt d'urgence d'un terminal

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