WO2022207232A1 - Bremssystem für einen aufzug - Google Patents
Bremssystem für einen aufzug Download PDFInfo
- Publication number
- WO2022207232A1 WO2022207232A1 PCT/EP2022/055520 EP2022055520W WO2022207232A1 WO 2022207232 A1 WO2022207232 A1 WO 2022207232A1 EP 2022055520 W EP2022055520 W EP 2022055520W WO 2022207232 A1 WO2022207232 A1 WO 2022207232A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- brake
- brake circuit
- circuit
- braking
- brakes
- Prior art date
Links
- 230000004913 activation Effects 0.000 claims abstract description 34
- 238000001994 activation Methods 0.000 claims description 30
- 238000000034 method Methods 0.000 claims description 16
- 239000012530 fluid Substances 0.000 claims description 12
- 238000001514 detection method Methods 0.000 claims description 5
- 238000005259 measurement Methods 0.000 claims description 3
- 238000003860 storage Methods 0.000 claims description 3
- 230000003213 activating effect Effects 0.000 claims description 2
- 230000004044 response Effects 0.000 claims description 2
- 239000000306 component Substances 0.000 description 25
- 239000000725 suspension Substances 0.000 description 6
- 230000008901 benefit Effects 0.000 description 5
- 238000010276 construction Methods 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 3
- 230000001934 delay Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 238000004148 unit process Methods 0.000 description 1
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
- 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
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
- B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
Definitions
- the present invention relates to a braking system, a traveling body component, an elevator system and a method for constructing and operating the braking system.
- a traveling body In an elevator system, a traveling body is typically displaced vertically along a travel path between different storeys or levels within a building. At least in tall buildings, a type of elevator is usually used in which the traveling body is held by rope-like or belt-like suspension means and is shifted within a lift shaft by moving the suspension means by means of a drive machine. Alternatively, a support means can also be designed as a direct drive of the cabin, for example by a friction wheel on a rail or by a finear drive. In order to at least partially compensate for the speed of the traveling body to be moved by the drive machine, a counterweight is usually attached to an opposite end of the suspension means. In order to be able to keep the traveling body on a floor without keeping the drive switched on or to hold the traveling body if the drive or the suspension element fail, the elevator system has a braking system.
- DE 102014 111 359 A1 shows that a car brake unit is provided with at least one, preferably several, hydraulic actuators and that this is arranged on the car, ie an elevator car.
- Such braking systems have a limited lifetime.
- the brake pads wear out during operation.
- the braking system is usually designed in such a way that the failure of one brake does not result in the entire braking system failing. The failure of a brake pad should therefore not cause the vehicle to fall in free fall.
- the braking distance becomes longer. The longer braking distance means that more potential energy is released on the driving body. As a result, the remaining brakes have to absorb more energy.
- the brake pads of the other brakes have almost reached the end of their service life, so they are no longer able to absorb the additional energy.
- a braking system for an elevator system solves the problem.
- the braking system includes a first braking circuit, a second braking circuit and a control unit.
- the first brake circuit and the second brake circuit each include a brake, and each brake includes an actuator and a main spring unit.
- the actuator is prestressed by the main spring unit in the closing direction of the brake with the force required to apply the braking force, and the actuator, activated by a control signal from the control unit, compensates for the force of the main spring unit and the actuator thereby releases the brake.
- the control unit generates a first control signal for the first brake circuit and a second control signal for the second brake circuit, with the control unit activating neither of the two control signals, only the first of the two control signals, only the second of the two control signals or both control signals.
- the control unit selects only one of the two control signals between the activation of the first control signal and the activation of the second control signal in such a way that the ratio of the number of activations of the first brake circuit and the number of activations of the second brake circuit is a fixed ratio aiming for.
- a driving body component with a braking system according to the first aspect of the invention solves the problem.
- the first brake circuit, the second brake circuit and the control unit are attached to the chassis component for transport.
- a running body with a braking system according to the first aspect of the invention or with a running body component according to the second aspect of the invention achieves the object.
- the first brake circuit includes a first brake and a second brake, and the first brake and the second brake are mounted on opposite sides of the running body, specifically, the second includes Brake circuit a third brake and a fourth brake and the third brake and the fourth brake are mounted on opposite sides of the running body.
- an elevator system with a braking system according to the first aspect of the invention or a traveling body according to the third aspect of the invention solves the problem.
- the elevator system has at least a first and a second rail system, one of the two brakes of a brake circuit braking on the first rail system, and the other of the two brakes of the same brake circuit braking on the second rail system.
- a method for constructing a running body according to the fourth aspect of the invention solves the problem.
- the method for building a driving body with a braking system including the steps:
- a method for operating a braking system according to the first aspect of the invention solves the problem.
- the procedure for operating a braking system includes the steps:
- a braking system can be used to catch a moving body, i.e. if an over- speed of the driving body is detected, the braking system brakes with a reasonable delay to a standstill, and the braking system then holds the driving body safely in this position.
- a deceleration can be considered justifiable if the accelerations that occur remain so small that neither persons are injured nor the elevator system damaged.
- Another function of the braking system can be to stop the traveling body safely on this floor after it has reached it and to hold it there. First of all, the driving body is stopped in the correct position by the drive. The driving body is essentially stationary there. At least some of the brakes of the braking system are then activated and hold the traveling body in this position so that the drive can be switched off.
- the braking system can also be used to decelerate when entering a floor.
- the brake system includes a plurality of brake circuits, which have at least a first and a second brake.
- the brake includes a main spring unit.
- the main spring unit can be designed as a steel spring or as a gas pressure cylinder. Combinations of several steel springs and/or gas pressure cylinders can also form the main spring unit.
- the purpose of the main spring unit is to prestress the brake in a closing direction in such a way that a sufficiently large braking force is produced so that the brake can brake in accordance with its requirements.
- the actuator serves to open the brake against the force of the main spring unit.
- the braking system is activated in the majority of cases to keep the vehicle on a floor. This activation of the braking system occurs each time the elevator system travels.
- the control unit is able to receive a command to activate the brakes.
- a command can reach the control unit via a bus system, for example.
- Such a command can contain the instruction to activate one brake circuit, two brake circuits or all brake circuits.
- the control unit preferably has a microprocessor for receiving and processing the command.
- the control unit can also generate such a command itself.
- the control unit can, for example, evaluate further system data of the elevator system. This can be, for example, a speed or acceleration of the driving body, a status of the safety circuit or a load measurement in the driving body. That means it can the signals from other sensors can be processed on the microprocessor of the control unit.
- a result of such processing could also be a command to activate the brakes, and in particular an individual brake circuit.
- the control unit processes the command and decides which of the brake circuits will be activated.
- the control unit has the option of selectively controlling the brakes of the individual brake circuits.
- the control signal can be the drop in electrical voltage on a cable that connects a brake circuit, and the drop in voltage being able to deactivate the actuators designed as lifting magnets, and the brakes of this brake circuit close as a result.
- the control signal can also be an electrical voltage that controls electromagnetic valves of a hydraulic system, as a result of which the pressure can be released from a hydraulic circuit and the brakes can be closed as a result.
- the control unit is preferably defined in such a way that the control of the valves is still seen as an internal function of the control unit.
- the control signal transmitted to the brake circuit is then the pressure of the hydraulic fluid in the brake circuit.
- the brakes are released by an increase in pressure in the hydraulic lines of a brake circuit. These are closed again by the drop in pressure.
- the control unit typically receives the command to ventilate all brake circuits before a journey. The driving body is then moved.
- the tearing of a suspension element can also be an emergency stop situation. At least in a first phase, it can be advantageous to brake with only one brake circuit in order to keep the delays low. Even if the traveling body is only to be held briefly for a stop on a floor, it can be advantageous to only close one of the brake circuits.
- the control unit receives a command from the elevator control that has detected the emergency stop situation, with one of the brake circuits brakes. Braking with only one brake circuit is beneficial to limit deceleration. If the same brake circuit were always used for braking in these cases, it would wear out very quickly. It is therefore an advantage to brake with one of the other brake circuits from time to time. Therefore, the control unit selects a brake circuit in cases when it could activate more brake circuits than is currently necessary. For this purpose, the control unit has a decision algorithm that makes this selection.
- a brake system can also include more than two brake circuits.
- the brakes of the individual brake circuits are controlled by a control signal from the control unit.
- the origin of the control signal is therefore in the control unit.
- this control signal includes sufficient energy, ie, the ability to do work, to provide the actuator with sufficient energy to overcome the biasing force of the main spring assembly.
- the control signal can therefore be an increase in pressure in a hydraulic line, which moves a hydraulic actuator counter to the prestressing force of the main spring unit.
- the control signal may be an electrical power supply that energizes an electromagnet to move against the biasing force of the main spring assembly.
- both brakes will reach the end of their life in about the same time. This entails the risk that the braking system will no longer be able to brake sufficiently hard at this point in time if an emergency stop situation occurs that makes it necessary to apply large braking forces and absorb large braking energies.
- the driving body component can be designed in the form of a roof element of the elevator car.
- the control unit is already pre-installed on the driving body component.
- the brakes are also already attached to this traveling body component, even if this position does not correspond to the final position in the elevator system.
- a hydraulic brake it is advantageous that all connections to the brakes are already firmly connected to one another at the factory. This allows the connections to be made permanently leak-free.
- the brakes are then only repositioned during assembly of the driving body.
- the hydraulic lines in particular are designed to be flexible for this purpose.
- the advantage is that the braking system is assembled in the factory by a specialist. Only the brakes then have to be repositioned on the construction site. This increases the quality of assembly. Nevertheless, as part of the chassis component, the brake can simply be transported along with the other parts.
- the driving body component can then be assembled together with other compo nents to form a driving body.
- the brakes which were fastened to the chassis component during transport, can be moved to a location on the side of the chassis.
- the hoses are designed to be flexible, so that they can be arranged on the construction site without opening the fluid-carrying components.
- a driving body is typically guided by two rail systems, which also serve as brake rails.
- a single rail system refers here to a single line, which preferably has rail elements lined up next to one another. These rail systems run on opposite sides of the vehicle body.
- the brakes are mounted on opposite sides of the car so that they can engage and brake on the rail systems.
- the method of operating the braking system is responsive to receiving or generating a command to activate. Such a command can be received, for example, via a bus system for data communication.
- the braking system may also have sensors such as speed sensors and/or acceleration sensors that allow the braking system to decide when activation is appropriate.
- the command includes the information as to whether only one brake circuit or several brake circuits are activated.
- the brake system and in particular the control unit, has a memory system that stores at least one status variable that is transferred as a parameter to a decision algorithm when only one brake circuit of the brake system is activated, which selects the control signal to be activated meets.
- the unit preferably stores at least a base for a random number or a position in a sequence and the sequence.
- the storage unit preferably also stores other data, such as the executable code of the decision algorithm.
- the selection of the brake circuit to be activated comprises the steps:
- the generation of a random number preferably includes the transfer of an initial value from one call of the random generator to the next call of the random generator. This can be stored in the storage system. A random number between 0 and 1, for example, can be generated. If the random number is less than a specific value, the first brake circuit is activated. Otherwise the second brake circuit is activated.
- the selection of the brake circuit to be activated includes the following steps:
- a fixed ratio of 1.5 for the ratio of the number of activations of the first brake circuit and the number of activations of the second brake circuit should be aimed for. This can be achieved by a sequence that activates the first brake circuit three times, then activates the second brake circuit twice and then starts again from the beginning.
- the memory system also stores the position in the sequence where the braking system, i.e. the decision algorithm, is located. This value is increased by one after each activation and reset to the beginning after the complete run of the sequence.
- the method further comprises one or more of the following steps:
- a braking system can be used to catch a traveling body, i.e. if the traveling body is detected to be overspeeding, the braking system brakes with a reasonable delay until it comes to a standstill, and the braking system then holds the traveling body safely in this position.
- a traveling body i.e. if the traveling body is detected to be overspeeding, the braking system brakes with a reasonable delay until it comes to a standstill, and the braking system then holds the traveling body safely in this position.
- only one brake circuit is initially activated in order to keep the delays low. All brake circuits are closed only after stopping. This is advantageous because holding the brakes open typically consumes energy.
- Another function of the braking system can be to safely stop the traveling body on this floor and hold it there after it has reached a floor. Before preferably only one brake circuit is activated. It is only advantageous to close the brakes of all brake circuits in order to save energy when stopping on a floor for a longer period of time.
- a braking system can be used to slow down and hold a moving body in an emergency stop situation.
- preferably only one brake circuit is initially activated in order to keep the delays low. All brake circuits are closed only after stopping. This is advantageous because holding the brakes open typically consumes energy.
- the actuator is designed as a hydraulic cylinder, and a flow of hydraulic fluid acts as a control signal.
- the actuators in the brakes are designed as hydraulic cylinders.
- a piston in the brake housing is moved. The movement counteracts the main spring unit and thereby opens the brake.
- the hydraulic cylinder has a piston, the piston being actuated by the hydraulic fluid from only one side. This has the advantage that only one hydraulic line has to be routed to a brake. This is cheaper to manufacture and assemble.
- each of the brakes has a plurality of hydraulic cylinders, each with its own piston, in a common housing.
- This large number of pistons can transmit the force more evenly to the brake pad.
- several smaller cylinders and pistons are cheaper to produce than one large piston.
- a brake circuit includes two brakes.
- At least a first brake and a second brake of one, the first or the second, brake circuit are arranged on opposite sides of the traveling body.
- the resulting force that is thereby generated when a brake circuit is activated acts closer to the center of gravity of the cabin than if all the brakes in a brake circuit were acting on the same side of the cabin.
- the specified ratio is between 20 to 1 and 1.01 to 1, preferably it is between 9 to 1 and 1.1 to 1, more preferably it is between 6 to 1 and 2.5 to 1, and most preferably this is 4 to 1 ratio.
- one brake circuit is activated slightly more frequently than the other, as this means that the more frequently activated brake circuit can be recognized as having reached the intended service life, while the other brake circuit still has safety reserves because it was activated less often.
- one brake i.e. its brake shoe
- brake shoe is activated 4 times more frequently than the other brake, i.e. its brake shoe.
- other conditions can also arise in the ranges given above prove to be advantageous.
- Fig. 6 shows a progression towards a ratio.
- the elevator system 100 has a drive 101 and a traveling body 60 which is suspended from suspension means 63.
- the driving body 60 has a braking system 10.
- the braking system 10 has a control unit 13 and a total of four brakes 20.
- a first brake 41 is arranged on a first brake circuit 11 and a second brake 42 on a first brake circuit 11 .
- a third brake 43 is arranged on a second brake circuit 12 and a fourth brake 44 on a second brake circuit 12 . All brakes sen 20 act on a rail system 70.
- the first brakes in a brake circuit 41,43 act on the first rail system 71.
- the second brakes in a brake circuit act on the second rail system 72.
- the brake system 10 can be hydraulic.
- FIG. 2 shows a schematic of a hydraulic braking system as shown in FIG.
- the control unit has a tank 112, a pump 115, two check valves 114 and two electromagnetic valves 113 and a pressure relief valve 111.
- the two hydraulic lines 32 connect the control unit to the brakes 20, i.e. 41, 42, 43 and 44.
- the pump 115 continuously pumps the hydraulic fluid 31.
- Both brake circuits 11 and 12 are each provided with a check valve 114 with hydraulic fluid 31 ver.
- the electromagnetic valve 113 of the corresponding brake circuit 11 or 12 can drain the hydraulic fluid 31 directly into a tank 112 . As a result, no pressure builds up in the brake circuits 11 or 12, and the brakes 20 remain closed.
- a pressure relief valve 111 ensures that a maximum permissible pressure in the hydraulic lines 32 is not exceeded, even if the electromagnetic valves 113 are set in such a way that no hydraulic fluid 31 is drained into the tank 112 . In this case, the hydraulic fluid 31 flows off into the tank 112 via the safety valve 111 .
- the brake linings 35 close in the closing direction 29 and thereby press on parts of the rail systems, not shown here.
- the electromagnetic valves 113 When driving, the electromagnetic valves 113 are closed so that the hydraulic fluid 31 releases the brakes 20 . After receiving or generating a command to activate only one brake circuit 11 or 12, he selects a brake circuit 11 or 12 decision algorithm.
- the first brake circuit 11 is selected here as an example.
- the electromagnetic valve 113 on the first brake circuit 11 is now opened, and the pressure escapes from the first brake circuit 11 .
- the brakes 41 and 42 close and start braking.
- the pressure in second brake circuit 12 is maintained due to check valve 114 . And the brakes 43 and 44 therefore remain in a released state.
- Fig. 3 shows the traveling body of the elevator system from Fig. 1.
- the hydraulic lines 32 connect the control unit 13 to the brakes 20. Separate hydraulic lines 32 run for the first brake circuit 11 and the second brake circuit 2.
- a first brake is arranged on the first brake circuit 41 and a second brake on the first brake circuit 42 .
- a first brake is arranged on the second brake circuit 43 and a second brake on the second brake circuit 44 .
- a running body component 61 is shaped as a roof.
- Fig. 4 shows the Fahr Eigenkom component as it is delivered to the site.
- Both the control unit 13, the hydraulic lines 32 and the brakes 20 are attached to the driving body component 61.
- a roof element as shown in Fig. 3 and 4, is particularly well suited as a driving body component 61 to safely transport the braking system 10 to the construction site.
- the roof is then assembled with the other components of the driving body, and the brakes 20 are moved from their transport position on the driving body per component 61 into their operating position.
- the use positions are preferably arranged on the side next to the driving body 60, preferably on opposite sides of the driving body.
- Fig. 5 shows a profile of the ratio of the number of activations of the first brake circuit and the number of activations of the second brake circuit strives for a fixed ratio.
- the value of the ratio is plotted on the y-axis.
- the x-axis is the number of total activations.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Computer Networks & Wireless Communication (AREA)
- Braking Arrangements (AREA)
- Elevator Control (AREA)
- Cage And Drive Apparatuses For Elevators (AREA)
- Maintenance And Inspection Apparatuses For Elevators (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US18/551,890 US20240174488A1 (en) | 2021-03-31 | 2022-03-04 | Brake system for an elevator |
KR1020237032873A KR20230162938A (ko) | 2021-03-31 | 2022-03-04 | 엘리베이터용 브레이크 시스템 |
CN202280025242.9A CN117120361A (zh) | 2021-03-31 | 2022-03-04 | 用于电梯的制动系统 |
AU2022251678A AU2022251678A1 (en) | 2021-03-31 | 2022-03-04 | Brake system for an elevator |
CA3214289A CA3214289A1 (en) | 2021-03-31 | 2022-03-04 | Brake system for an elevator |
EP22710095.5A EP4313831A1 (de) | 2021-03-31 | 2022-03-04 | Bremssystem für einen aufzug |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP21166445.3 | 2021-03-31 | ||
EP21166445 | 2021-03-31 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2022207232A1 true WO2022207232A1 (de) | 2022-10-06 |
Family
ID=75339638
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2022/055520 WO2022207232A1 (de) | 2021-03-31 | 2022-03-04 | Bremssystem für einen aufzug |
Country Status (7)
Country | Link |
---|---|
US (1) | US20240174488A1 (de) |
EP (1) | EP4313831A1 (de) |
KR (1) | KR20230162938A (de) |
CN (1) | CN117120361A (de) |
AU (1) | AU2022251678A1 (de) |
CA (1) | CA3214289A1 (de) |
WO (1) | WO2022207232A1 (de) |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102014111359A1 (de) | 2014-05-20 | 2015-11-26 | Wittur Holding Gmbh | Verfahren zum Betrieb einer Fahrkorbbremseinheit |
CN106163959A (zh) * | 2014-04-03 | 2016-11-23 | 蒂森克虏伯电梯股份公司 | 具有制动装置的电梯 |
-
2022
- 2022-03-04 US US18/551,890 patent/US20240174488A1/en active Pending
- 2022-03-04 KR KR1020237032873A patent/KR20230162938A/ko unknown
- 2022-03-04 CN CN202280025242.9A patent/CN117120361A/zh active Pending
- 2022-03-04 AU AU2022251678A patent/AU2022251678A1/en active Pending
- 2022-03-04 EP EP22710095.5A patent/EP4313831A1/de active Pending
- 2022-03-04 WO PCT/EP2022/055520 patent/WO2022207232A1/de active Application Filing
- 2022-03-04 CA CA3214289A patent/CA3214289A1/en active Pending
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106163959A (zh) * | 2014-04-03 | 2016-11-23 | 蒂森克虏伯电梯股份公司 | 具有制动装置的电梯 |
DE102014111359A1 (de) | 2014-05-20 | 2015-11-26 | Wittur Holding Gmbh | Verfahren zum Betrieb einer Fahrkorbbremseinheit |
Also Published As
Publication number | Publication date |
---|---|
US20240174488A1 (en) | 2024-05-30 |
EP4313831A1 (de) | 2024-02-07 |
KR20230162938A (ko) | 2023-11-29 |
CA3214289A1 (en) | 2022-10-06 |
AU2022251678A1 (en) | 2023-10-12 |
CN117120361A (zh) | 2023-11-24 |
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